Tire condition or vehicle monitoring system and method

ABSTRACT

All tire systems, including tire systems that include self-inflating devices, need to have the ability to regularly and reliably monitor and report vehicle and tire conditions for safety reasons. For a self-inflating tire, this can be accomplished by monitoring the operation of the self-inflation system, and assessing if it is consistent with a tire in good condition.

CLAIM OF PRIORITY

This application is a Continuation of U.S. application Ser. No.15/752,577, filed Feb. 13, 2018, which claims priority under 35 USC 371to International Application PCT/IB2016/001249, filed on Aug. 5, 2016,which claims the benefit of prior U.S. Provisional Application No.62/205,659 filed on Aug. 14, 2015, each of which is incorporated byreference in its entirety.

FIELD OF THE INVENTION

The invention relates to tire condition and vehicle monitoring systemsand methods.

BACKGROUND

Self-inflating tires can include a flexible air feed chamber located inthe tire wall or next to it. The chamber can be displaced by repeateddeformation of the rolling tire, creating a pumping action. In oneembodiment, a hose-shaped chamber can be squeezed to a reducedcross-section at the deformation point. Relatively, the deformationpoint advances along the circumference of the tire as it rolls, pushingthe medium contained within the chamber ahead, causing the chamber towork as a peristaltic pump.

SUMMARY

All tire systems, including tire systems that include self-inflatingdevices, need to have the ability to regularly and reliably monitor andreport vehicle and tire conditions for safety reasons. For aself-inflating tire, this can be accomplished by monitoring theoperation of the self-inflation system, and assessing if it isconsistent with a tire in good condition.

In one aspect, a riding condition monitoring system can include a pumpunit driven by tire deformation or rotation of a tire of a vehicle; anda data collector configured to receive data from one or more of the pumpunit, a wheel of the vehicle, vehicle, road, driver, operator, a unitoutside of vehicle, a pump unit, the tire, a status communication unitand the vehicle; and a processing unit configured to determine acondition status any one of the tire, wheel, vehicle, road, pump unit,driver or operator, from the received data; and a status communicationunit configured to provide the condition status to the vehicle, driver,operator, a unit outside of vehicle, a data collector, a pump unit, thewheel or the tire.

In certain embodiments, the received data can include information fromone or more of the following parameters: tire deformation; tirefootprint size or length or area; tire pressure; tire underinflation;tire overinflation; accumulator pressure; altitude; ambient pressure;geographic coordinates; frequency of inflation cycles of the pump unit;frequency of re-circulation cycles of the pump unit; frequency ofopening or closing a regulator of the pump unit; length of time ofinflation; distance travelled; tire ambient temperature; vehicle ambienttemperature; humidity of air inside of the tire; temperature of ambientair; output (power, voltage, etc) generated by an energy harvester ofthe pump unit; frequency of activation of an energy harvester of thepump unit; tire deflation speed; tire inflation speed; direction ofwheel rotation; speed of wheel rotation; speed of vehicle; time of wheelin a stationary status; and characteristics of tire pressure changesover time.

In other aspects, a method for determining the condition of aself-inflating tire of a vehicle by monitoring a characteristic of itsfunctions can include receiving data from a self inflation device;processing the data to determine the condition of the tire; anddelivering the condition of the tire to the vehicle.

In certain circumstances, the method can include determining an actualdistance travelled for full inflation of the tire based on pump unitcycles or pump capacity or combinations thereof, and comparing a targetdistance travelled for full inflation of the tires and designating agood tire condition when the actual distance travelled for fullinflation is less than the target distance travelled for full inflation.

In certain circumstances, the method can include determining an actualdistance travelled for full inflation of the tire based on input from atire pressure sensor or pump capacity or combinations thereof, andcomparing a target distance travelled for full inflation of the tiresand designating a good tire condition when the actual distance travelledfor full inflation is less than the target distance travelled for fullinflation.

In certain circumstances, the target distance travelled for fullinflation can be based on one or more of a target deflation rate for atire in good condition, the time the tire is stationary, or pumpcapacity, or combinations thereof.

In certain circumstances, the method can include directly measuring theair volume delivered by the self-inflation system to achieve fullinflation and comparing the target air volume for full inflation anddesignating a good tire condition when the actual air volume to achievefull inflation is less than the target volume.

In another aspect, a vehicle system condition monitoring system caninclude a pump unit driven by tire deformation or rotation of a tire ofa vehicle; and or more from the following a data collector configured toreceive data from a data origin; a status communication unit configuredto provide condition data or condition status to the data target; or aprocessing unit configured to determine condition status from thecondition data received from the status communication unit.

In certain circumstances, the data origin or data target can include oneor more of a status communication unit, a pump unit, a wheel, a valve, atire, a vehicle, a computer, a chip, or a sensor.

In certain circumstances, the data origin or data target can include oneor more of the human, the driver, or the operator.

In certain circumstances, the pump unit can be a peristaltic pump or adiaphragm pump. For example, the pump unit can contain a bypass valveand the pump is configured to recirculate the gas from an origin into atarget.

In certain circumstances, the system can include an energy harvesterpowered by tire deformation, tire rotation or movement of pumped airgenerates electrical energy.

In certain circumstances, the system can include a battery. For example,the battery can be charged from energy harvester powered by tiredeformation, tire rotation or movement of pumped air generateselectrical energy.

In certain circumstances, the data origin or data target can be locatedon/in vehicle.

In certain circumstances, the data origin or data target can be locatedon/in wheel and/or tire.

In certain circumstances, the data origin or data target can be locatedoutside vehicle.

Other aspects, embodiments, and features will be apparent from thefollowing description, the drawings, and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic of a first alternative of a monitoring system.

FIG. 2 shows a schematic of a second alternative of a monitoring system.

FIG. 3 shows a schematic of a device.

FIGS. 4A-4J feature certain pump configurations.

FIGS. 5A-15C feature other pump configurations.

DETAILED DESCRIPTION

Conventional tire pressure monitoring systems (TPMS) use various meansto warn the driver when tire pressure is low. With a conventional tire,the driver must top up the air manually upon receiving a low-pressurewarning. These conventional systems cannot distinguish between lowpressure due to routine maintenance requirements and low pressure due toa defect, such as a slow leak around a puncture by an embedded nail.

Relevant tire pressure control systems that can be incorporated into thesystems and methods of the invention include those described in, forexample, US Patent Publication No. US20140345768, US Patent PublicationNo. US20120285596, US Patent Publication No. US20100326578, US PatentPublication No. US20120211137, and U.S. Pat. No. 7,117,731, each ofwhich is incorporated by reference in its entirety.

In certain embodiments, a self-inflating tire system enables a tireautonomously to maintain itself at the correct air pressure, using thepower of the rolling tire. For a tire in good condition, this eliminatesthe need for conventional TPMS, because the tire monitors and inflatesitself. For a defective tire that is leaking air, self-inflation can,depending on circumstances, maintain air pressure by working harder.However, this ability can conceal a problem and unduly delay itscorrection.

As described herein, a tire condition monitoring system forself-inflating tires can obtain essential information from monitoringthe activity of the self-inflation system and other vehicle conditions.For example, the monitoring system warns the driver if theself-inflation system is working more than would be expected for a tirein good condition. Unlike conventional TPMS, such a system can provide awarning only when there is a tire defect, not when the tire requiresroutine maintenance inflation. This type of warning can provide valuableinformation to the driver and solves one potential problem withself-inflating tires, that their self-inflating ability might conceal aproblem that requires attention. A simple system can provide a warningonly when it detects a problem. A more elaborate system can provide moredetailed inflation activity information that can provide other userbenefits or safety benefits.

In certain circumstances, the system can be combined with conventionalTPMS to monitor the air pressure actually maintained by theself-inflation system. However, in other circumstances, the system canbe configured to eliminate the need for conventional TPMS.

Sensors for readout of the pressure are becoming standard equipment ofmodern cars. Because the capacity of the pump chamber and thus also thecapacity of the pump per rotation as well as rotation speed are known,it can be defined after the start of leaking, for example, whether thetire puncture is too large and the chamber K can then compensate it onlyfor a limited period of time. In this case the system can advise thedriver to stop on a safe place or inform the driver about the actualdriving range. The device can know the driving distance or the vehiclespeed. The device can compute the capacity or speed of leakage based onthe monitored data. The device can communicate with the driver directlyor through a communications interface of the vehicle. If the sensor isplaced inside the tire off the backup tube and the pressure drop is slowthe system can know the reinflation rate of the tire and can find outhow much time the tube can need to take over the sealing function of thetire. Again, if the system determines that the chamber can notcompensate the leaking sufficiently it can inform the driver about thisin advance. If the tire is punctured along with the base with seams orthe backup tube with seams the sensors can detect the drop in tirepressure and then an impactual increase at the moment when the seamsrip. The pressure can then start either drop or increase and stop whenit can reach the preset pressure. When a pressure drop occurs the systemcan determine from its rate whether the tube can be reinflated in timeor not. The sensor and/or system can be interconnected with a referencespace or it can retrieve information about opening of the chambernon-return valve which indicates reinflation or from a different chambersegment from which it gets additional information, for example, that thesystem has started to reinflate, what is the difference between thepressure of the reservoir space and the tire pressure etc.; thus it canwork properly even without information about the wheel revolutions, orit can determine this information by itself. The device can readinformation about valve status or wheel revolutions from the vehicle.

U.S. application Ser. No. 12/918,690, which is incorporated by referencein its entirety, describes a tire self-inflation system thatre-circulates air within a tire when inflation is not required. In oneembodiment, the system comprises mainly a peristaltic pump connected toa chamber with 3 apertures, V1, V2 and V3. V1 communicates with theoutside atmosphere; V3 communicates with the tire cavity; V2 connects tothe intake of the pump, whose outlet is into the tire cavity.

When inflation is not required, V1 is closed and V3 is open; therefore,the pump circulates air from the chamber into the tire cavity, fromwhich it re-enters the chamber through V3 for re-circulation in the nextpump cycle. When tire pressure is low, a closure element closes V3; thisblocks re-circulation, so that the pump suction draws new air through V1into the chamber, then through V2 and the pump into the tire cavity,inflating the tire.

For any embodiment, the pump capacity is known. Therefore, the amount ofnew air pumped into the tire can be determined by monitoring the numberof pump inflation cycles. For the arrangement in the example, one tirerotation produces one cycle. Because tire circumference is known, thenumber of pump cycles can be calculated by measuring the distancetravelled over which the closure element is closed.

Alternatively, number of pump cycles can be calculated by measuring timethe closure element is closed and the average speed over that timeperiod.

Tires in good condition slowly leak air at various speeds, here at theexemplary rate of about 2% per month. For self-inflation systems poweredby the rolling tire, this leakage can reduce tire pressure when the tireis stationary. Therefore, to measure tire condition more precisely, thesystem further would monitor the period the tire is stationary,calculate the resulting deflation volume consistent with good condition,and compare this with the actual inflation volume delivered by thesystem after the tire starts rolling and self-inflating.

An in-tire sensor can determine when the closure element is closed sothat the system is inflating, or when it is open so that the system isre-circulating, or both. In the system in the example, the flexiblemembrane that closes V3 can also close an electrical contact to completea circuit for this purpose. In such a configuration, no other in-tirepressure monitoring sensor is required.

Alternatively, an in-tire pressure sensor could infer when the system isinflating by detecting when the pressure is low, so that self-inflationis required, when the pressure is increasing, indicating thatself-inflation is operating, or both. In the basic embodiment, this canbe a simple binary sensor that indicates either low pressure or adequatepressure. Alternatively, this can be a more sophisticated sensor thatmeasures actual pressure, pressure changes, rates of pressure change, orsome combination thereof or determine pressure from other information,like indirect monitoring systems which do not read pressure directly butdetermine it from differences in rotation of wheels when i.e. left wheelspins faster then right. Differential spinning can mean the more rapidlyspinning tire has a smaller diameter which indicate that left wheel hasa lower pressure then right one. Also over-heating of a tire canindicate tire under pressure or other tire defects need to be addressed.

The in-tire information can be sent to an on-board computer, whichcombines the in-tire information with with tire-specific parameters andinformation on one or more of days stationary, distance travelled, timetravelled and average speed, or other parameters, depending on thechosen configuration, to compute actual self-inflation volume andexpected self-inflation volume consistent with good tire condition. In abasic embodiment, the system delivers a warning to the operator ifactual inflation exceeds expected inflation. Alternatively, additionalinflation data can be reported.

If the air volume of each pump volume is highly variable over areasonably expected range of tire pressures, the system may requireactual tire pressures over the course of the inflation phase in ordermore accurately to calculate the self-inflation volume. In this case,in-tire sensors that measure actual tire pressure would be required.Whether this requirement exists depends on the characteristics of theself-inflation system.

A self-inflating tire system can use or be managed with the help of anyinformation or determined information from the system, using informationfrom the vehicle, the tire, the environment, or combinations thereof.The information can be gathered using the self-inflating tire deviceindependently or in combination with other vehicle data sources,including, but not limited to, a car on-board computer, an on-board GPS,a thermometer, a wireless transmission or radio signal. Each of thesecan be used to generate information that can help manage a tire pressuremonitoring system.

The received data can include information from one or more of thefollowing parameters: tire deformation; tire footprint size or length orarea; tire pressure; tire underinflation; tire overinflation;accumulator pressure; altitude; ambient pressure; geographiccoordinates; frequency of inflation cycles of the pump unit; frequencyof re-circulation cycles of the pump unit; frequency of opening orclosing a regulator of the pump unit; length of time of inflation;distance travelled, including distance travelled with the self-inflationsystem in various states; tire ambient temperature; vehicle ambienttemperature; humidity of air inside of the tire; temperature of ambientair; output (power, voltage, etc) generated by an energy harvester ofthe pump unit; frequency of activation of an energy harvester of thepump unit; tire deflation speed; tire inflation speed; direction ofwheel rotation; speed of wheel rotation; speed of vehicle; time of wheelin a stationary status; and characteristics of tire pressure changesover time, and human input. For example, characteristics of the tirepressure changes can include the behavior of the tire pressure changes,for example, when tire pressure is low during night when temperature islow and then it increase during day when temperature goes up, then thepressure characteristics correspond to temperature characteristics.

The key function of the tire is to secure as ideal tire footprint aspossible. Proper footprint decreases consumption, rolling resistance andbraking distance. Inflation, load and speed all affect tire footprint.Also, driving conditions has effect. Monitoring of the footprint canprovide information about how to adjust tire inflation or how to tunevehicle systems. For example, during harsh ride, the on-board computerof the vehicle can adjust suspension to take some load from the tires.Because tire footprint reflects of various conditions of the tire, thefollowing information can contribute to a full picture about footprintstatus: tire deformation and tire footprint size, length of footprint orarea of footprint; tire pressure; tire underinflation; tireoverinflation; accumulator pressure; altitude; ambient pressure;geographic coordinates; frequency of inflation cycles of the pump unit;frequency of re-circulation cycles of the pump unit; frequency ofopening or closing a regulator of the pump unit; length of time ofinflation; distance travelled; tire ambient temperature; vehicle ambienttemperature; humidity of air inside of the tire; temperature of ambientair; output (power, voltage, etc) generated by an energy harvester ofthe pump unit; frequency of activation of an energy harvester of thepump unit; tire deflation speed; tire inflation speed; direction ofwheel rotation; speed of wheel rotation; speed of vehicle; time of wheelin a stationary status; and characteristics of tire pressure changesover time.

For example, if there is an accumulator that stores excess air from thetire, knowledge of the pressure inside the accumulator can conveyinformation about whether system works properly, which can be processedby computer. Also, it may determine how long the vehicle can be drivenif a leak is compensated from the reservoir.

Altitude and pressure influence each other: at higher altitude are lowerpressures, which influence tire pressure itself, but also speed ofinflation, because lower input pressure can mean slower inflation. Wemay read the information about altitude from altimeter or from GPS andmap, so when car computer knows its location, it also knows thealtitude. Similarly, ambient and internal tire temperature complementsthe information about tire or vehicle status.

GPS with navigation can also assist tire pressure management. If a routeis input into GPS, future conditions can be anticipated and pressureadjusted accordingly. The adjustment can take into account the timerequired to make a pressure change. The computer can send instruction towheel-located switch, which triggers inflation. Alternatively, thedevice can decide if the accumulator contains sufficient air, and, ifnot, then pump the tire or accumulator from ambient air to createsufficient buffer. The computer can be on-board, an in-tire chip, or acombination.

Information about valve opening can provide important information aboutthe status of the system and pump operation. Also, the inflation ratecan indicate whether there is a leak, if so, whether the system cancompensate for it and warn the driver of the leak and the time ordistance before full deflation. The length of the time of inflation ordistance travelled while inflating, plus information about decrease ofpressure or increase of pressure during that time, complements thatdecision.

When air is inflated from outside of tire, it can carry humidity.Humidity can influence how temperature affects the pressure inside thetire, and information about its status is important to complement fullpicture about tire or vehicle status.

Useful air-flow information, including inflation rates, can be measureddirectly by a flow meter in the pump system. A flow meter that employsan impeller or similar structure driven by air-flow also can be used todrive an electrical generator. Electricity so generated can power thetire condition monitoring system or other in-tire or on-wheelapplications that require electricity, or to charge a battery thatpowers such systems.

Also, inputs from the driver can contribute to the complete picture ofvehicle or tire condition. If the driver prefers a faster ride, he canselect that configuration at the driver's position or an on-boardcomputer can autonomously recognize driver style and adjust vehiclesystems to make ride smooth, economical, safe, etc. The information, orresult of computing of such information, can be also provided back towheel for proper tire condition maintenance, and to other vehiclesystems for them to be adjusted to improve vehicle performance. Also, ifdriver style is recognized as dangerous, vehicle systems, including tirepressure, can adjust themselves to decrease the danger. Fleet operatormay preset desired economical parameters into on-board computer forwhole fleet. These examples show only part of possible options in whichany information of above-listed types contributes to conditionmonitoring, and that the information can originate in tire, wheel,vehicle, or even outside of vehicle, in database, from driver oroperator.

So the monitoring system can not only collect and store information butalso feed the information or result of computing of such information toany other vehicle systems, including wheel or pump mechanism itself,on-board computer, human driver or operator etc.

An effective method to monitor the condition of a tire can includemeasuring the actual deflation rate and compare it to the targetdeflation rate. The information necessary to determine the actualdeflation rate includes the air volume required to re-inflate the tire.This re-inflation volume can be measured directly, with a flow meter, orinferred from the operation of the system. For self-inflation systems ofthe type described, inferring inflation volume from system operation ismost simply done by measuring the distance travelled over which thesystem is in inflation mode. From this information, the number of activepump cycles can be inferred, and, combined with the known pump volume,an inflation volume calculated.

Whether the system is in inflation mode can be determining by observingthe system configuration, or inferred from measuring pressure, orpressure changes, in the tire or another part of the system.

Alternatively, active pump cycles can be counted directly with a sensorin the system, or inferred from time required for full inflationcombined with average speed over that time, from which active pumpcycles can be inferred.

The simplest measurements can be based on distance. Time is function ofdistance and average speed, so measuring time involves another variable,which is unnecessary. Pump cycles are a function of distance (one tirerotation is one pump cycle), so counting pump cycles directly isunnecessary. However, to infer pump cycles, an in-tire sensor isrequired to monitor when pump is working, rather than re-circulating.Reliable sensor will ignore short interruptions in pumping.Alternatively, monitor when pump is not working (not-working iscomplement of working; system will be in one of these two states all thetime when tire is rolling). The following calculations assume that airvolume delivered by each by pump cycle (rotation) is independent of tirepressure. Accordingly, Alternative 2 employs simple binary TPMS, withtwo states: properly inflated and under-inflated. If pump volumematerially changes with tire pressure, accurate calculations requirein-tire sensor to measure actual tire pressure for both Alternatives.Additional calculation can be required in on-board computer.

In further detail, the pump of the self-inflation system works only, butnot always, when the tire is rolling. In the system of the example, whenthe tire is rolling, the pump can either be working to inflate the tire(not in recirculation mode), or not working (in recirculation mode). Thedistance can then be measured while the pump is working (“Alternative1”). See FIG. 1. For reliable measurements, the in-tire sensor shouldignore brief interruptions while monitor either working or recirculationmode. Alternatively, a system can monitor the condition of the tire bymeasuring the distance to reach the correct pressure by monitoring adirect binary TPMS with two states: properly inflated andunder-inflated. (“Alternative 2”). See FIG. 2.

Alternative 1 and Alternative 2 both involve calculations that assumethe air volume delivered by each pump cycle (one tire rotation for thesystem in the example), is independent of tire pressure. If pump volumedoes materially change with tire pressure, accurate calculations requirethe in-tire sensor to measure the actual tire pressure. Thesemeasurements would involve the additional calculation done by anon-board computer or chip within the wheel. The more challengingcomponent is that the system would require a complex sensor.

The system infers deflation volume from the air volume required tore-inflate the tire to correct pressure. To assess the tire conditionrequires assessing the deflation rate. This can be calculated adequatelyby dividing the re-inflation volume by the time the tire has beenstationary, during which the system cannot operate.

Now, the foregoing can be described with variables and calculations.Example units (cc, m, days) are specified for illustrative purposes:Alternative 1 involves measuring the distance the pump is working. Whenthe actual distance traveled for full inflation (“ADFI”) is less thanthe target distance for full inflation (“TDFI”), the tire is in goodcondition (ADFI<TDFI). The calculations needed to determine thiscomparison involve inputs fixed by the tire and variable inputs. Inputsfixed by the tire include: tire volume (cc) (“A”), pump volume (cc)(“B”), tire circumference (m) (“C”), and target deflation rate (%/day)(“D”). The variable inputs include: days stationary as measured by anon-board computer (“X”), the initial odometer reading when the carstarts moving, also measured by an on-board computer (“O1”), and theodometer reading when the pump stops working, as measured by the in-tirepump operation monitor (“O2”). (The ppt slide has this written as OT andthen O2)

The ADFI is the mileage reading on the odometer when the pump stopsworking less the odometer reading when the car starts moving (O2−O1).

Determining the TDFI requires first determining 1) the target deflationvolume (cc) (“TDV”) and 2) the target inflation pump cycles (“TIPC”).The TDV is equal to the tire volume multiplied by the target deflationrate, multiplied by the days stationary (A*D*X). The TIPC is thendetermined using the TDV divided by the pump volume (TDV/B). Lastly, theTDFI is equal to the target inflation pump cycles multiplied by the tirecircumference and divided by one thousand (TIPC*(C/1000)). The tire isin good shape if ADFI is less than TDFI.

Alternative 2 involves measuring the distance to reach the correctpressure by monitoring a direct TPMS. Alternative 2 varies fromAlternative 1 in the second odometer measurement (O2). While Alternative1 utilizes the odometer measurement when the pump stops working and ismeasured by an in-tire pump operation monitor, Alternative 2 measuresthe final odometer value when the TPMS shows full inflation and ismeasured by an in-tire direct TPMS.

When the actual distance traveled for full inflation (“ADFI”) is lessthan the target distance for full inflation (“TDFI”), the tire is ingood condition (ADFI<TDFI). The calculations needed to determine thiscomparison involves inputs fixed by the tire and variable inputs. Inputsfixed by the tire include: tire volume (cc) (“A”), pump volume (cc)(“B”), tire circumference (m) (“C”), and target deflation rate (%/day)(“D”). The variable inputs include: days stationary as measured by anon-board computer (“X”), the initial odometer reading when the carstarts moving, also measured by an on-board computer (“01”), and theodometer reading when the TPMS shows full inflation as measured by thein-tire direct TPMS (“O2”).

The ADFI is the mileage reading on the odometer when the pump stopsworking less the odometer reading when the car starts moving (O2−O1).

Determining the TDFI requires first determining 1) the target deflationvolume (cc) (“TDV”) and 2) the target inflation pump cycles (“TIPC”).The TDV is equal to the tire volume multiplied by the target deflationrate multiplied by the days stationary (A*D*X). The TIPC is thendetermined using the TDV divided by the pump volume (TDV/B). Lastly, theTDFI is equal to the target inflation pump cycles multiplied by the tirecircumference and divided by one thousand (TIPC*(C/1000)). The tire isin good shape if ADFI is less than TDFI.

An origin can be a source of air. A target is where air gets to frompump. For example, during inflation origin can be outside environmentand target can be tire or reservoir. When inflation is not needed andsystem recirculates, origin and target can be the same, so the pumptakes air from one location and returns it to the same location.

As described above, the foregoing calculations could be substituted withother variables, including active pump cycles directly measured, or timeto full inflation and average speed during that time. If required foraccurate measurement, due to large variability in air volume per pumpcycle depending on tire pressure over the expected range of operation,actual air pressure can be measured and the calculation adjustedaccordingly. Alternatively, the air volume for full inflation could bemeasured directly with a flow-meter.

The data can be transmitted and processed using standard protocols,which can be tailored or modified to work with the specific conditionsof the system. Referring to the system described herein, the system inFIG. 3, includes a centralized computer 110, a pump unit 106, a datacollector 102, a processing unit 104 and a status communication unit105. The units can interconnect in a wide variety of ways. The systemcan optionally include a display or other warning capability. The statuscommunication unit is a transmitter or other provider of status orcondition information. The system can include a general-purpose computerand can have an internal or external memory for storing data andprograms such as an operating system (e.g., DOS, Windows 2000™, WindowsXP™, Windows NT™, OS/2, UNIX, iOS, Android or Linux) and one or moreapplication programs. Examples of application programs include computerprograms implementing the techniques described herein for lyric andmultimedia customization, authoring applications (e.g., word processingprograms, database programs, spreadsheet programs, or graphics programs)capable of generating documents or other electronic content; clientapplications (e.g., an Internet Service Provider (ISP) client, an e-mailclient, or an instant messaging (IM) client) capable of communicatingwith other computer users, accessing various computer resources, andviewing, creating, or otherwise manipulating electronic content; andbrowser applications (e.g., Microsoft's Internet Explorer) capable ofrendering standard Internet content and other content formattedaccording to standard protocols such as the Hypertext Transfer Protocol(HTTP). One or more of the application programs can be installed on theinternal or external storage of the general-purpose computer.Alternatively, in another embodiment, application programs can beexternally stored in or performed by one or more device(s) external tothe general-purpose computer. In an embodiment, the processing unit andthe communication unit may be an application program.

In addition, the data collector, the processing unit and thecommunication unit may be or can include a computer, a server, a laptopcomputer or other mobile computing device, a network-enabled cellulartelephone (with or without media capturing/playback capabilities),wireless client, or other client, machine or device to perform varioustasks including Web browsing, search, and other tasks, applications andfunctions. System may additionally include any portable media devicesuch as digital still camera devices, digital video cameras (with orwithout still image capture functionality), media players such aspersonal music players and personal video players, and any otherportable media device.

The general-purpose computer may include a central processing unit (CPU)for executing instructions in response to commands, and a communicationdevice for sending and receiving data. One example of the communicationdevice is a modem. Other examples include a transceiver, a communicationcard, a satellite dish, an antenna, a network adapter, or some othermechanism capable of transmitting and receiving data over acommunications link through a wired or wireless data pathway.

The general-purpose computer may also include an input/output interfacethat enables wired or wireless connection to various peripheral devices.Examples of peripheral devices include, but are not limited to, a mouse,a mobile phone, a personal digital assistant (PDA), a keyboard, adisplay monitor with or without a touch screen input, and an audiovisualinput device. In another implementation, the peripheral devices maythemselves include the functionality of the general-purpose computer.For example, the mobile phone or the PDA may include computing andnetworking capabilities and function as a general purpose computer byaccessing a network and communicating with other computer systems.Examples of a network, such as network 108, include the Internet, theWorld Wide Web, WANs, LANs, analog or digital wired and wirelesstelephone networks (e.g., Public Switched Telephone Network (PSTN),Integrated Services Digital Network (ISDN), and Digital Subscriber Line(xDSL)), radio, television, cable, or satellite systems, and otherdelivery mechanisms for carrying data. A communications link can includecommunication pathways that enable communications through one or morenetworks.

In one implementation, a processor-based system of the general-purposecomputer can include a main memory, preferably random access memory(RAM), and can also include a secondary memory. The secondary memory caninclude, for example, a hard disk drive or a removable storage drive,representing a floppy disk drive, a magnetic tape drive, an optical diskdrive (Blu-Ray, DVD, CD drive), magnetic tape, paper tape, punchedcards, standalone RAM disks, Iomega Zip drive, etc. The removablestorage drive can read from or write to a removable storage medium. Aremovable storage medium can include a floppy disk, magnetic tape,optical disk (Blu-Ray disc, DVD, CD) a memory card (CompactFlash card,Secure Digital card, Memory Stick), paper data storage (punched card,punched tape), etc., which can be removed from the storage drive used toperform read and write operations. As will be appreciated, the removablestorage medium can include computer software or data.

In alternative embodiments, the secondary memory can include othersimilar means for allowing computer programs or other instructions to beloaded into a computer system. Such means can include, for example, aremovable storage unit and an interface. Examples of such can include aprogram cartridge and cartridge interface (such as the found in videogame devices), a removable memory chip (such as an EPROM or PROM) andassociated socket, and other removable storage units and interfaces,which allow software and data to be transferred from the removablestorage unit to the computer system.

Examples of communications interfaces can include a modem, a networkinterface (such as, for example, an Ethernet card), a Bluetoothconnection, a wireless communication connection, a communications port,a memory card slot and a PCMCIA slot and card. Software and datatransferred via a communications interface may be in the form ofsignals, which can be electronic, electromagnetic, optical or othersignals capable of being received by a communications interface. Thesesignals may be provided to a communications interface via a channelcapable of carrying signals and can be implemented using a wirelessmedium, wire or cable, fiber optics or other communications medium. Someexamples of a channel can include a phone line, a cellular phone link,an RF link, a network interface, and other suitable communicationschannels.

In this document, the terms “computer program medium” and “computerreadable medium” are generally used to refer to media such as aremovable storage device, a disk capable of installation in a diskdrive, and signals on a channel. These computer program products mayprovide software or program instructions to a computer system.

Computer-readable media include both volatile and nonvolatile media,removable and non-removable media, and contemplate media readable by adatabase, a switch, and various other network devices. Network switches,routers, and related components are conventional in nature, as are meansof communicating with the same. By way of example, and not limitation,computer-readable media comprise computer-storage media andcommunications media.

Computer-storage media, or machine-readable media, include mediaimplemented in any method or technology for storing information.Examples of stored information include computer-useable instructions,data structures, program modules, and other data representations.Computer-storage media include, but are not limited to RAM, ROM, EEPROM,flash memory or other memory technology, CD-ROM, DVD, holographic mediaor other optical disc storage, magnetic cassettes, magnetic tape,magnetic disk storage, and other magnetic storage devices. These memorycomponents can store data momentarily, temporarily, or permanently.

Communications media typically store computer-useableinstructions—including data structures and program modules—in amodulated data signal. The term “modulated data signal” refers to apropagated signal that has one or more of its characteristics set orchanged to encode information in the signal. An exemplary modulated datasignal includes a carrier wave or other transport mechanism.Communications media include any information-delivery media. By way ofexample but not limitation, communications media include wired media,such as a wired network or direct-wired connection, and wireless mediasuch as acoustic, infrared, radio, microwave, spread-spectrum, and otherwireless media technologies. Combinations of the above are includedwithin the scope of computer-readable media.

Computer programs which may be associated with applications may bestored in the main memory or secondary memory. Such computer programscan also be received via a communications interface. Such computerprograms, when executed, may enable the computer system to perform thefeatures as discussed herein. In particular, the computer programs, whenexecuted, may enable the processor to perform the described techniques.Accordingly, such computer programs may represent controllers of thecomputer system.

In an embodiment where the elements are implemented using software, thesoftware can be stored in, or transmitted via, a computer programproduct and loaded into a computer system using, for example, aremovable storage drive, hard drive or communications interface. Thecontrol logic (software), when executed by the processor, may cause theprocessor to perform the functions of the techniques described herein.

In another embodiment, the elements may be implemented primarily inhardware using, for example, hardware components such as PAL(Programmable Array Logic) devices, application specific integratedcircuits (ASICs), or other suitable hardware components. Implementationof a hardware state machine so as to perform the functions describedherein will be apparent to a person skilled in the relevant art(s). Inyet another embodiment, elements may be implanted using a combination ofboth hardware and software.

In another embodiment, the computer-based methods can be accessed orimplemented over the World Wide Web by providing access via a Web Pageto the methods described herein. Accordingly, the Web Page may beidentified by a Universal Resource Locator (URL). The URL may denoteboth a server and a particular file or page on the server. In thisembodiment, it is envisioned that a client computer system may interactwith other components of the system by URL, which in turn may cause thebrowser to send a request for that URL or page to the server identifiedin the URL. Typically, the server may respond to the request byretrieving the requested page and transmitting the data for that pageback to the requesting client computer system, which may be the clientdevice 106 (the client/server interaction may be typically performed inaccordance with the hypertext transport protocol or HTTP). The selectedpage may then be displayed to the user on the client's display screen.The client can then cause the server containing a computer program tolaunch an application, for example, to perform an analysis according tothe described techniques. In another implementation, the server candownload an application to be run on the client to perform an analysisaccording to the described techniques.

In embodiments, the pump can be a perstaltic pump or a diaphragm basedpump.

Such a device for transport of air in the tire, or close to it, caninclude a chamber in form of a hollow compressible channel, placed alongat least a part of the tire perimeter. For example, a ring is attachedto the inner side of the chamber with the distance of its outer sidefrom the tire rotation axis equals 1 to 1.1 multiple of the distance ofthe chamber bottom side from the tire rotation axis. Another type is thedevice for transport of air in the tire or close to it with the channelfitted with a valve on at least one of its inputs. The channel can beinterconnected with the tire tube and/or backup air tire tube and/orcase and/or base by at least one of its ends.

Another type is the device for transport of air in the tire, or close toit, fitted with a control element interconnected with a sensor locatedin a completely separated space formed by a sealed bag, which is, fromoutside, at least partly under pressure of air in the tire and/or caseand/or base. The space for the chamber can be made by inserting a cradlebetween the tire and rim.

Yet another type is the device for compression of the air in the tire orclose to it with the chamber and/or any pump inserted between twocoupled wheels.

The chamber and/or any pump in the tire can be placed on a base.Effectively, the base comprises a hollow disc. Effectively, the base hasits opposing walls joined, which defines its cross-section. The base canbe a rigid and/or collapsible system and/or spring and/or springmaterial. The base completely or almost completely prevents the airexchange between the two parts of the tire pressure space separated byit. Effectively, the base is fitted with at least one valve and/or ventinterconnecting the base of the separated part of the tire pressurespace.

Another subject of the invention is a device for transport of air in thetire, or close to it, with a chamber with shape memory placed in thetire wall, or close to it, and a power generator placed within or at anend of the chamber.

Effectively, the ring is placed on the air tube and/or bag placed insidethe tire and filled by air. Effectively, the chamber end isinterconnected with the air tube and/or bag and/or base and/or case. Thechamber end can be fitted with a control element.

Effectively, the valve is a three-way valve with its ends interconnectedwith the external environment and the internal space of the tire, whereone end is provided with a valve, the next end is connected to thechamber with shape memory, and the last end is interconnected with theclosure element. Effectively, the channel is, at least in its part,formed by a lengthwise segmented chamber provided with 4 openings, wherethe longitudinal divisional plane is movable in the direction ofdeformation of at least one of the segmented parts of the chamber and atleast one opening is provided with a valve and/or at least one segmentedpart of the chamber is permanently blocked by the deformation. Thelengthwise segmented chamber can be placed in the wall and/or close tothe wall of the tire and/or air tube and is provided with 3 openingsinto the tire and one opening into the external environment or with 3openings into the external environment and one opening into the tireand/or the end of one longitudinal part of the chamber is interconnectedwith the end of the second longitudinal part of the chamber. The channeland/or chamber can be made by at least one of two flexible tubes placednext to each other, where one has the outer diameter equal to the innerdiameter of the other tube and/or one is, at least partly, insertedinside the other. The pump can have any other configuration suitable forself-inflation, for example, the devices described in PCT/IB2015/54600filed Jun. 18, 2015, or U.S. Patent Publication 2014/0020805, each ofwhich is incorporated by reference in its entirety.

Effectively, the chamber is in form of a curved hollow channel with atleast one its outer wall at least partly formed by at least a part oftwo areas lying in the longitudinal direction of the chamber, containingthe angle a=0 to 120, while it is true that if a>0 it is located on thecontact edge of these areas situated on the farther side from the centerof the area of the chamber cross-section.

The ring can be of a variable length. Effectively, the ring has a T-,I-, or O-shaped section or alike. A ring or pressure transmitter acts onthe chamber wall with less area than the area from which the tirepressure acts on it from the opposite side. A tire and/or rim and/or airtube and/or base and/or chamber containing adhesive and/or sectionallock can interconnect with any element from the group of tire and/or rimand/or air tube and/or base and/or chamber. A tire and/or rim can beadapted for placing of any device. A tire can be interconnected with acoil and/or magnet.

For example, the chamber 1 for adjustment of pressure in the tire P iscreated inside the tire P alongside at its tread part in the spacedefined by the wall of the tire P from the top and by at least a part ofthe ring OK from the bottom with its length defined in such a way thatan unloaded part of the ring OK is away from the wall of the tire P. Itmeans if the wall of the tire P lies, for example, on the radius of 50cm and the ring OK on the radius of 49 cm there can be a 1 cm high spacebetween them. Such a space between the ring OK and the wall of the tireP can be thereinafter called PO. A chamber K can be placed within thisspace PO. A loaded tire P bears against the chamber K in the point ofload deformation and closes it crosswise under the condition that thedeformation of the tire P overcomes the whole cross-section of thechamber K. This allows the right function of the chamber K for theinflation of the tire P; the place of closure moves along the chamber Kand pumps the air towards the inside of the tire P thus reinflating it.The chamber K can fill up the entire aforementioned 1 cm space, or itcan be smaller and adjoin the ring OK, wall of the tire P, or lie inbetween them, alternatively it can be an integral part of the tire P,ring OK, or both. If the chamber K does not fill up the entirecross-section of the aforesaid space PO the remaining volume of thisspace PO may be effectively separated from the tire pressure space.Alternatively, this space is vented outside the tire. P or it can beinterconnected with the inlet of the chamber K and the air is exhaustedfrom it at the beginning and pumped into the tire P. If the deformationin this example becomes bigger than 1 cm the ring OK likewise the airtube D of the tire P can evade this deformation towards the inside ofthe tire P.

FIG. 5B shows a section through a non-deformed tire P, ring OK placednear the inner tread part of the tire P and chamber K placed between thering OK and the wall of the tire P. FIG. 5B shows the tire P deformedand chamber K closed crosswise. While the chamber K on FIG. 5B is placedwithin the space PO and at its side at the ring OK, the chamber K onFIG. 5B is placed within the space PO on the opposite side, at the tirewall. The FIG. 5B shows a similar situation as FIG. 5B but with the airtube D added.

In another example, because the ring OK could move freely inside thetire P, thus disabling proper functioning, it needs to be fixed on theright place. One option is to place the ring OK onto the air tube of thetire P. The inflated air tube D adjoins the walls of the tire P; only inpoint of mounting of the ring OK the air tube D does not adjoin the wallof the tire P but the wall of the ring OK thus holding it in place.Because the main task of the ring OK in this case is to define themaximum diameter of the air tube D in point of the ring OK and set thespace PO for the chamber K or the space of the chamber K itself the ringOK can be made of e.g. textile, only it must have clearly definedmaximum circumference of the ring OK which can ensure its sufficientdistance from the wall of the tire P, at least in a part of itsperimeter. This has already been shown and described in FIG. 5Bdepicting a section through a loaded tire P, ring OK, and air tube inpoint of placement of the ring OK and in FIG. 5B depicting the samesituation only in cross-section. Likewise, the FIG. 4G, panel 2.1 showsa cross-section of the situation from the FIG. 5B in point of the loadwhere the chamber K is closed crosswise by the load deformation sectionof which can be seen in FIG. 5B.

To enable reinflation on at least same or slightly higher pressure thanthe pressure in the tire P must be reached inside the chamber K betweenthe place of its deformation and the output from the chamber K into thetire P and an under-pressure must be reached on the opposite side of thedeformation in the chamber K, which can allow additional intake of airfrom the outside of the tire P. This must be ensured by forces acting onthe walls of the chamber K causing its closure. So there must be asufficient pressure of the ring towards the chamber K. Whereas thepressure of the air tube D and thus also the pressure of the tire P acton the ring OK from one side and a same or just slightly higher pressureof the air in the chamber K from the other side this can be ensured e.g.by the mere pressure of the air tube D on the ring OK, alternativelyenhanced by the centrifugal force acting on the ring OK in direction ofclosure of the chamber K. If this is not sufficient the ring OK can bemade of more rigid material where its pretension can further act indirection of closure of the chamber K. Likewise, the area which thepressure of the tire P acts on can be enlarged for this purpose comparedto the area by which the pressure of air compressed in the chamber K canact against it so that the total force in the direction of closure ofthe chamber K is greater than the force pointing against the closure ofthe chamber K.

The chamber K must be connected to its input and output, or to thecontrol element ideally placed at the rim. Interconnecting interfacesneed to be created. These must be through-going, for the output from thechamber K they can keep their throughput because there is same pressureor overpressure against the pressure of the tire P inside them, however,on the inputs an under-pressure can occur inside the interfaces whichcould collapse their walls together and disable the air flow by means ofit or make it more difficult. Therefore it is advisable to useinterfaces with a defined cross-section ensured by the shape stabilityof their walls so that they can withstand the ambient pressure, which isthe pressure of the tire P. The air flowing upon their partial collapsecould also build up excessive heat which is undesirable. The interfacescan be placed in a recess in the wall of the tire P or air tube D.

The chamber K with the ring OK can be integrated into the air tube D,which would make both its manufacture and assembly easier.

The ring OK can have an adjustable length; thus it can stretch or shrinkdepending on the diameter of the tire P into which the ring OK with thechamber K is being placed. One ring OK with the chamber K, alternativelythe air tube D with ring OK and chamber K can then be used for differentdiameters of tires P, with only the length of the ring OK adjusted eachtime. The ring needs not necessarily be an independent part, the chamberK itself, with a defined length in point of contact with the air tube ofthe tire P, can take over its task.

FIG. 5C shows the whole system in one of its simplest design types,intended for a bicycle in this example. The figure shows a unrolledbicycle tire in the complete cross-section and in the part of the lengthof tire P and rim 7, where the chamber K is integrated in the bicycletire. The chamber K begins inside the 3-way valve V which is located onthe rim 7, then it continues with the side wall BSI of tire P into thetread part BC of tire P, which copies the whole perimeter of the tire Pand returns to the rim 7 along the side wall BS2 of tire P where itopens into the internal space of tire P. The chamber K in this caseneeds not continue as far as back to the rim 7 as is shown in the figurebut can open into the internal space of tire P already by the tread BC.The broken arrow shows internal air circulation from within the tire Pthrough the control element R and input V3 of the 3-way valve V into thechamber K, by which it is moved mainly along the tread back into thetire P. Only in an underinflated tire the input V3 is closed by thecontrol element R; however, the air keeps to be drawn out of the spaceof the 3-way valve V, in which vacuum generates and which draws in theair from the external environment O through the non-return valve JVuntil the input V3 is unblocked by the control element R. This elementcan be controlled automatically or manually. The whole assembly in thisfigure simply consists only of or comprises the chamber K interconnectedwith the control element R and the nonreturn valve JV.

In another example, another way how to fix the ring OK is to set it fromthe walls of tire P using the walls of chamber K. The chamber K thusfills up the space between the ring OK and wall of tire P while the ringOK in point of deformation of the tire P pushes against the chamber Kbecause of its pretension, which can be set by the rigidity of the ringOK or by the increased rigidity of the walls of chamber K aside from thepoint of deformation of the chamber K. The tire P deforms the chamber Kin a relatively short section of its length and thus, even though thewall of chamber K collapses in point of deformation and closes down, therest of the chamber K can hold the ring OK in the right distance thushelping to increase the rigidity of the ring OK in point of deformation.This can be further assisted so that the chamber K has a sufficientlengthwise rigidity which can prevent the connected ring OK from offset.The rigidity of the ring OK preventing its deflection can be increasedby making it T-shaped or alike.

Because in this case the pressure within the tire P acts on the externalwalls of chamber K it could collapse towards the ring OK along the wholelength of the chamber K and this chamber would not function. This can beprevented if the chamber K is made with sufficiently rigid walls or withpretension of its walls or if it is connected with the tire P, where thechamber K wall touching the tire P wall is glued to this wall or isintegrated in it or made as a part of the tire P directly during itsmanufacture.

The FIG. 5D, first panel shows an exemplary design of the chamber K withpre-tensioned walls stretched between the wall of the tire P and thering OK in point where the chamber K is not loaded by the deformation ofthe tire P. On the contrary, the FIG. 5D, second panel shows thebeginning deformation of the tire P where the walls of the chamber Kstart to collapse due to the pressure between the tire P and the ring OKand also due to the pressure of air in the tire P, which is ambient tothe chamber K in this case. FIG. 5D, third panel shows a fully closedchamber K where the gray side walls are collapsed towards the chamber Kcenter. FIG. 5D, third panel shows a white residual of an unclosed spacebetween the walls of the chamber K, nevertheless, it is only so as toshow the side walls of the chamber K folded down between the ring OK andthe tire P wall. In practice, the side walls can be negligibly thin, ora recess in the ring OK or in the tire P wall can be made for them, orthe folded walls themselves can fill the empty space between them iftheir common “folded” length is equal to their original distance. Allthe walls of the chamber K can thus bear on themselves and seal thechamber K hermetically. If the chamber K is made independent on the tireP it can be attached to the tire P, apart from the aforementionedgluing, also using e.g. a sectional lock created on the tire P wall.Effectively, the upper wall of chamber K can be created on a differentpre-tensioned ring copying the tire P wall, fixed to the tire P or not.In practice, the height of the chamber K can be in the range ofmillimeters or even tenths of millimeters, which can make the pretensionof chamber K side walls even easier. These walls can be tensioned upeven by a mere pressure difference between the pressure inside andoutside the chamber K.

The FIG. 5D panels show the width of the ring OK, which is affected bythe tire P internal pressure from one side, apparently bigger than thewidth of the chamber K acting on the ring OK from the opposite side.This difference can ensure that the force pointing towards the closureof the chamber K was always higher than the push-away of the ring OKfrom the chamber K and its non-closure. Effectively, the whole side ofthe ring OK pushing on the chamber K is hermetically isolated from theinside of the tire. This hermetically isolated part can have a breather.

Despite that the chamber K opens into the tire P through its output byone its part where the deformation has not yet occurred, a lightoverpressure against the tire P can be generated within the chamber K.In fact, this can occur there in raised speeds. It can also happen ifthe output into the tire P is fitted with a non-return valve because ofthe resistance of this valve. If this overpressure was desirable but notsufficient it can be increased by throttling the output of the chamberK. The overpressure allows the walls of the chamber K to expand evenlyoutwards the chamber K as in FIG. 5D, last panel.

Effectively, the chamber K can be made in such a way that it gets closedby deformation in two points at once near both its input and output.This can ensure the enhanced performance of the chamber K in thisexample because otherwise the chamber K would be filled by the air fromthe tire P at least once per turn, which would have to be firstevacuated from it in every turn and only then a sufficient underpressurewould occur so as to draw in the air from the source. However, if theends of the chamber K are close enough to each other so that they bothget closed by the deformation at once or if the ends of the chamberoverlap a constant underpressure can be generated in the input of thechamber K. In the application as well as in this example we describemainly a chamber provided with a valve in the input from the externalenvironment, with the inner air circulation but the chamber K with avalve in the output into the tire P would behave in a similar way. Forthe sake of simplicity, the examples do not describe all versions of aircirculation.

In another example, the chamber K can be made independent and it can beplaced between the tire and air tube. FIG. 5A shows a chamber located onan unrolled outer area of the air tube with its components fixed on astrip of material ST where this strip ST is continuous along the wholewheel perimeter in the tread part BC, functioning as the ring OK. Thestrip ST is placed between the air tube D and the tire-casing P and itis fixed when the tube D is inflated. The input and output from thechamber K into the tube D can be solved like in FIG. 5C, i.e. leadingdirectly into the tube D, nevertheless a case SC is added in FIG. 5A,which can have two functions. The first one is shown in FIG. 5A: Thecase SC protects the components and their placement, by the rim 7 inthis instance, and interconnects the output from the chamber K and theinput V3 with the interior of the air tube through a single output VSC.The other important function, which is not shown in this figure but inFIG. 6A, can be separation of air circulation from the internal spaceitself of the tire P or air tube D. In such a case the output VSC wouldbe provided with a valve that would carry air from the case SC only ifthe tire P is underinflated.

The case SC would then be a separate pressure space with a maintainedpreset pressure and the case SC would then function as a compressed airreservoir. It has the advantage that if the chamber or its componentsare damaged it can not let the air of the tire P out. Also if thechamber made in this way leaks the air into the external environmentfrom some reason it does not need to be of a too tight design. The casecan pressurize back to its preset value when the wheel starts moving.This can be beneficial especially in case of the external circulationwhen the input and output of the chamber open into the case SC and thecase SC is also interconnected with the external environment 0 and theoutput of the chamber K is rerouted directly into the tire P only whenit is underinflated. The case has inside itself the pressure equal tothe ambient pressure i.e. 1A, and the air circulates only between thechamber K and case SC and the case SC sucks in the air from the ambientO only when the tire P is being inflated. A valve can be placed betweenthe case SC and the ambient O but not necessarily; there is not a majorsuction from the external environment O into the case SC until theinflation starts. Such a design can prevent constant pumping the ambientair through the chamber K along with its contaminants. The width of thechamber K and ring OK is relatively negligible and the air tube wallscan wrap it and can set themselves against the tire inner wall. If thechamber K or ring OK were wider the air tube would expand towards thesides rather than upwards thus decreasing the diameter of the tire Pwhich would then leave no space for the chamber K. This can be preventedby the above-mentioned narrow chamber, profiled wall of the tire P orring OK in point of contact with the tube and tire, or by placing thetube into the casing which would define its inflated section and leavespace for the chamber K between the tube and tire.

The chamber K can be made quite simply between the tube and the wall ofthe tire P so that the chamber K can be defined by the wall of the tireP from the top, by the ring OK from the bottom and sealed by the siderings SO from the sides. The air tube D can bear on both the ring OK andside rings SO which can set them and at the same time it can push theside rings SO to the wall of the tire P. Pressing the side rings SO onthe tire P wall can seal these components and disable air leak from thechamber behind the side rings. The condition for sealing is only ahigher pressure between them than the pressure of air compressed in thechamber K. Again, this pressure can be reached by pre-tensioning theside rings SO against the tire P wall and/or enlarging the area of theside ring on which the air tube D pushes in the direction of pressingagainst the tire wall. The FIG. 5D, first panel shows the chamber K madein this way where the contact area of the side ring SO with the tube islarger than the contact area of the side ring SO with the tire P wall.

In another example, the interfaces can be integrated in the wall of thetire P if they are manufactured together with the tire P; they can alsobe glued to the tire P wall, run in mounts designed for this purpose orthey can be fixed by the pressure between the air tube and tire casing.Likewise they can have their own side rings SO which can define theirvolume as mentioned above to create the chamber. The role of air tube Dcan be assumed by rubber layer, thin foil, membrane, breathless textileor any other material which can, at least partly, separate the pressurespace of the tire P from the casing of the tire P. Such a strip ofmaterial can also, for example, copy the chamber K lengthwise and makean airtight connection with the wall of tire P.

This design has an advantage that the air flowing through the chamber Kand/or around it cools down the tire in every rotation. If the ambientof the chamber is not a part of the pressure space of the tire P it canbe vented or the air can be exhausted from it through the chamber K whenthe pumping starts which can decrease the pressure around the chamber Kfor the inflating period thus increasing its rigidity in an openedstate.

From the point of view of pumping the air by deformation the chamber Kmust not always get hermetically closed by the deformation, it is onlynecessary that a sufficient amount of air, or any other gas containedwithin, is evacuated from the chamber K in order to create vacuum duringdeformations or a pressure lower than the pressure of the source, whichprovides the gas, for example the ambient of the tire P.

In another example, if the chamber K is made separate from the tire Pand its top wall in point of contact with the tire P wall or even therest of the chamber ambient can be provided with soft rubber or foametc. or with an inflated ring or pad which can absorb both lengthwiseand lateral vibrations between the chamber and the tire P wall or theforces causing a temporary mutual lengthwise or lateral shift betweenthe tire P and chamber K and at the same time it can define the distanceof the chamber K from the tire P.

In another example, a device for adjustment of pressure in tires caninclude a chamber with shape memory (K) and a valve. The valve (V) is athree-way valve with inputs interconnected with the external environment(O) and the tire internal space (P), where one input (VI) is providedwith a valve (JV), the next input (V2) is connected to the chamber withshape memory (K), and the last input (V3) is interconnected with theclosure clement (R).

This device allows, apart from others, internal or external aircirculation between the chamber and the ambient of the tire or betweenthe chamber K and the internal space of tire P. Apart from reducedstress of the chamber K and associated components due to the fact thatthe pressure inside the chamber K is relatively constant for most of itslife, this allows to eliminate ineffective capacities in case thechamber K is made in such a way that it closes both at its input andoutput simultaneously at least once in a revolution. For the chamber Kmade in this way, it does not really matter how big are the volumes ofthe interfaces, because the chamber K can empty these interfaces at themoment of pumping and create a permanent vacuum or overpressure on itsinput. This principle has been mentioned in the Example 4. The deviceaccording to this Application can significantly show this advantage forthe reason that the chamber K placed at the tread is relatively far offthe rim and interconnecting interfaces can be relatively long and withbig inner volume.

In another example, the tubeless tire P can contain a chamber K whichopens into the backup tube D (or any other closed contractible orcollapsible bag) by its end. If then there is an air leak from the tireP the chamber can reinflate the tube D which can gradually fill up thevolume of the tire P and keep it drivable even in case the tire P isdamaged and leaking.

For example, the contracted air tube can be wound up on the rim whichcan then inflate only when the tire P is damaged. Such an exemplarydesign is shown in FIG. 6A where the output VSC from the case SC isinterconnected with the non-return through-put valve VP into so faruninflated tube D represented here by the balloon.

Because an undamaged tire P typically leaks by several percent in amonth, and in this case, the gradually inflating tube D would beinappropriate because a half-inflated tube D could, for example, flutterinside the tire P, this can be prevented in several ways. The air tube Dcan be provided with an opening leading into the tire P where the tube Dis being reinflated with the air compensating the general leaking of thetire P and/or air flows through the tube D during the internalcirculation and this air escapes from the tube D through the openinginto the tire P. Because the tube D is pre-tensioned it itself tries toget rid of this air and push it out into the tire P. Only if the tire Pleaks with a higher rate and reinflation then takes a longer time theair from the tube D will not make it into the tire P in time and thetube D will then fill up the whole inner volume of the tire P. The sizeof the opening from the tube D into the tire P can be predefined or itcan be controlled or closed by any control element, throttle valve orclosing valve, or by the pressure inside the tire P so the throttling ofthis opening when more air comes into the tube D than it leaves into thetire P through the opening the air tube D can cause reinflating.

Effectively, the control element controlling the opening between thetube D and tire P can be the same control element which closes the lastinput V3 of the 3-way valve V. This element can thus close both theinput V3 and the opening from the tube D into the tire P in one actionor it can be a two-position controller which only closes the input V3when the pressure is low and leave the opening from the tube D into thetire P open; when there is a major decrease in pressure in the tire P itcan close the opening from the tube D into the tire P too.

Even the case SC itself can consist of or comprises the contracted tubeD. Such an example could be described using the FIG. 5A where SC=D andif the tire P leaks faster than being filled through the output VSC (therate of which is given by its throughput, resistance, and/or throttling;alternatively it can be fitted with a valve) the tube D can beexpanding, until it fills up the whole volume of the tire P. If theoutput VSC then closes the tube D can fully replace the sealing functionof the tire P.

In another example, the control element can control the air inlet of thetube D. In case of properly inflated tire P the air circulates betweenthe tire P and chamber K or between the external environment O andchamber K. Only when the closure element R activates and the input V3closes the air, originally flowing from the chamber K into the externalenvironment O or into the internal environment of the tire P, can beredirected so that it flows directly into the tube D. Again, the closureelement R can be a multi-position/multi direction element which directsthe air from the chamber K into the tire P except the tube D in littleleaking, and only for maj or and/or faster leaking it directs the airfrom the chamber K into the tube D.

Also the closure element R can, in case of internal circulation in majorleaking, first only redirect the output from the chamber K into the tubeD while the input of the chamber K stays opened into the tire P andfirst the already compressed air is just shifted from the tire P intothe tube D and only after that the input of the chamber K can closetemporarily or permanently and if the tire P is still underinflated itcan continue to draw air from the ambient O through the non-return valveand the chamber K into the tire P. Such repumping of air is advantageousbecause the chamber K has a set working volume and repumping of e.g. 1liter of air under the pressure of 3 A from the tire is moreadvantageous than repumping of 1 liter of air under the ambient pressureof 1 A from the external environment O.

Likewise in case of external air circulation when in a properly inflatedtire P the air only moves from the external environment O into thechamber K and back and for a small drop of pressure the air can be drawnin from the external environment O through the chamber K and thenthrough the non-return valve directly into the tire P or tube D whichcan again be provided with an opening interconnecting the tube and tireP. Only in a major leak the air from the chamber K. can then be rerouteddirectly into the tube D. Also in this case, the chamber K suction canbe first redirected by the control element R so that the compressed airis first repumped from the tire P into the tube D and only thenreinflated from the external environment O. The control element R can bemore than a two-position controller depending on how many combinationsneed to be used.

In another example, to function properly the control element must be atleast partly placed in the environment, which it controls in terms ofpressure. If the pressure inside the tire P drops rapidly and thesealing function of the tire P is replaced by the sealing function ofthe tube D it is advisable to interconnect the control element R withthe inner environment of the tube D. This can be achieved by placing thecontrol element R into an isolated space interconnected with theinternal space of the tire P. Only if the sealing function of the tire Pis replaced by the sealing function of the tube, or there is a rapid orsignificant air leak from the tire P, this interconnection can interruptand it can be replaced by the interconnection of this isolated spacewith the tube. Until this moment, the isolated space with the controlelement R can be only interconnected with the tire P or with both thetire P and the tube. This moment and the change of interconnection canbe set and initiated directly by the control element or also, forexample, by the inflation of the tube D up to a certain set value whenthe wall of the tube D mechanically changes the interconnection of thisspace. Effectively, this space can then be interconnected with theopening from the tube D into the tire P where this space can also getseparated from the inside of the tire P after the opening closes, theinterconnection with the tire can stay, however.

If the control element is controlled by electronic means based on datafrom sensors, independent sensors can be placed inside the tire and thetube, the control element can only be controlled by the sensor locatedwithin the sealed environment. However, the sensor can be placed even ina completely separated space, for example, in a sealed bag, which, atleast partly, is pressed by the air in the tire P or by the wall of thetube D when it gets inflated and fills up the inner space of tire P.

Replacement of the sealing function by the tube can be indicated to thedriver or rider for example by electronic means or even optically whenfor example the tube D that is being reinflated or the control elementor disconnection of the tire. P from the space of the control elementplacement can slide out a visible indicator from the rim or the wall oftire P can be provided with a transparent window on which the visiblewall of the tube D presses etc.

The chamber K mentioned in the examples above is placed by the tread ofthe tire P, however, it can also be placed anywhere where the distanceof the walls of tire(s) P or loaded rim changes.

In another example, the space for the chamber K can be made by insertinga cradle HR between the tire P and rim 7 as in FIGS. 7A to 7C. The FIG.7A shows the assembly without the cradle, FIG. 7B then the tire P loadedby deformation with the cradle HR, and FIG. 7C shows an unloaded tire Pwith the cradle HR. A space has been created between the tire P and rim7 with the use of the cradle HR where the deformation of tire P isbigger than in the assembly shown in FIG. 7A where the deformation wouldnot occur at this place or it would be minimum. The cradle HR can beindependent or a part of the tire P or rim 7.

In another example, a chamber K or any pump can be inserted between thetwo coupled wheels, for example, in dual tires. FIGS. 8A-8G show thechamber K placed between two tires P′ and P″. Top of the figure shows achamber K as through-put in an unloaded point, the bottom of the figureshows the chamber K closed by mutual approximation of the deformed tiresP′ and P″ in point of load.

The chamber K can be fixed to the rim 7 or one of the tires P buteffectively a ringlet with the chamber with a profile corresponding tothe profiles of tire walls can be just placed between the two tires.Such a ringlet, if balanced, can have a tendency to stay concentric withthe wheels. At the same time, it can be pre-tensioned against the wallsof tires or placed on the w all in such a manner that the convergingwalls of tires make a narrowing above it.

The chamber can also be inserted between the tires step by step when thechamber K is integral or in the shape of a strip with a defined sectionwidth which is gradually wound between the tires and when it is wound upthe ends get connected by a lock. In this way a chamber with overlappingends can be simply created as in FIG. 8B where after winding-up thechamber K is constricted and fixed by the tape B with a lock ZA.Likewise, the chamber can lock by itself without the need of the tape B.The tape can make a protection against punctures etc. or it can functionas a template for finding a right place with a suitable distance betweenthe tires etc. The winding-up chamber is advantageous due to its simpleinstallation and versatility when one width of the chamber K can be usedfor different tire profiles or for tires with various distances.

The FIG. 7A does not show proper proportions; in fact, both overlappingends of the chamber can be placed almost in the same distance from theaxis of rotation (the chamber K can have a minimum diameter or distancesof its walls in the range of tenths of millimeters and therefore thedifference of the distances of overlapping ends of the chamber K fromthe rotation axis can be negligible with respect to the radius on whichthe chamber ends can lie). Therefore the distance of the walls of theneighboring tires should be similar at both ends of the chamber K; ifthis is not the case the chamber K can be profiled in such a way that itcompensates this difference.

FIG. 8C shows a cross-section of the chamber placed between two ties TLwhich set it from the walls of the tires P′ and P″. The chamber K andties TL are fixed by the tape B in a proper radius. The broken arrowsshow the direction of the movement of walls of the tires when loaded;this movement can then close the chamber K by the use of ties TL.

The FIG. 8D shows a similar situation, only with the chamber K placeddirectly by the wall of the tire P′.

In another example, FIG. 8A shows the chamber K bearing against thepressure intensifier MU which again is bearing against the tie TL whichis in this case inflated up to the pressure of the tire P. Because thepressure intensifier MU has a larger area adjoining the tie TL than thearea adjoining the chamber the air being compressed in the chamber K upto the pressure of tire P has not enough power to force away thepressure intensifier MU into the tie TL and this can always result inclosing the chamber K by the deformation of the tires. However, if thetire deformation is larger than necessary just to close the chamber theinflated tie TL can partly collapse for the period of such deformationand then it can straighten back with full retention of the chamber Kfunction.

In the above example the tie TL was inflated up to the pressure of tireP. However, that is not necessary if the tie TL is interconnected withthe output of the chamber which results in inflation of the tie TL bythe chamber K and due to the pressure intensifier the chamber can alwaysbe able to reach a higher pressure than the pressure in the tie TL andit can thus reinflate it up to the preset value of the pressure. The tieTL can be used as a compressed air reservoir or as a case SC.

FIG. 8F shows a similar situation but the tie TL overlaps the chamber Kby its narrow ends towards the wall of the tire P′ and sets the rightdistance of the chamber K from this wall. Upon the tire deformation thechamber K and these narrow ends of the tie collapse as first andreinflation starts.

The FIG. 8G shows the ties provided with a joint thus making a lever NUwhich can enhance the force closing the chamber K.

The devices shown in FIGS. 8A-8G are described for dual tires,nevertheless, they can function alike even for separate tires P, forexample, between the tire P and rim 7, or between the opposing walls ofthe tire P. Likewise the tie TL can absorb an excessive deformation ifconnected with the rim or tire. The deformational capacity of the tie TLcan also be ensured by pie-springing; instead of inflation it can bemade e.g. using a spring sheet etc. The advantage of the inflated tielies mainly in its light weight while being firmly fixed in place; itmakes easier the assembly and finding the right place especially incombination with the winding-up chamber K, at the same time it can makea reservoir or reference space while also solving the problem ofexcessive deformation when it simply evades it while first closing thechamber K by the deformation.

In another example, FIG. 8A also shows the chamber K′ in the tire P′where the chamber K′ with the ring OK is placed on the base OD. This canbe simply in form of a rigid circle ring placed on the rim 7, however,it can be replaced by a deformation zone absorbing the excessive tiredeformations. Effectively, such a design has a shape shown in FIG. 9Awhere a rubber, textile, or alike circle ring consists of or comprisestwo layers of material joined along external and internal circle ringperimeter. Moreover, they can be, as in the figure, interlinked by aseam, for instance. It is there to define the section of the base ODafter its inflation. The seam is represented by a broken line. Thesection of an uninflated circle ring of the base OD is then shown inFIG. 9B, a partly inflated one in FIG. 9C and fully inflated one in FIG.9D. Its maximum inflated diameter can be built-in or defined by the ringOK and it can be interconnected with the rim 7 from the bottom.

The base OD can have its own designed pretension and get inflated up tothe pressure of tire P; effectively, it can also be deflated andunrolled by the rim 7 on the condition that when its underinflation isdetected the air can be let into it from the tire P and it can expand upto its full diameter due to the pretension or centrifugal force. If ithas unrolled mainly due to the centrifugal force it can retract to itsinrolled position after stopping either because of the pretension of itswalls or because of its deflation. The base OD, if unrolled by thecentrifugal force, needs not contain the inflatable components and canstay in its unrolled position because of the centrifugal force while,however, it can act against the tire P or chamber K not only by thecentrifugal force but even because it is rigid in the directionperpendicular to the direction of the tire deformation or it can springupon the excessive deformation of the tire P. Such an example is shownin FIG. 10B where the base is in its inrolled position and it isunrolled by the centrifugal force in FIG. 10C. Its three components haveswiveled clockwise round the joints represented by black spots and havetaken up a position with the base rigid in the direction of the movementof the tire wall. A line perpendicular to the rotation axis isrepresented by a dotted line. The design can retract to its inrolledposition, for example, due to the springs in the joints after thecentrifugal force ceases. This design is only an example, likewise, thecomponents can move into each other using the guide ways etc. The pumpplaced at the end can copy a part of the tire P perimeter or even itswhole perimeter. Because the perimeter is shorter at the rim than at thetire P the longer pump could overlap in its inrolled position and unrollgradually or it could be crimped etc. If the base OD is inflatable itcan be effectively inflated up to a higher pressure than the tire P.This can ensure the stability and a simpler design of the base OD.

The inflated base OD can also be used effectively as a compressed airsource similar to the case SC described in the Example 5. Thus thechamber K can reinflate the base OD from which the tire P can berefilled as necessary. For example, the base can have a pressure of 3.5A, the passageway valve of the tire can have a resistance of 0.5 A andproperly inflated tire can have a pressure of 3 A. If the tire pressuredrops down the passageway valve can open, the tire P can graduallyreinflate from the base OD and the chamber K can reinflate the base ODin parallel from the external environment O up to the original pressureof 3.5 A. It is just good to ensure that the drop of air in the base OD,which would affect its supporting function, is slower than its refillingfrom the chamber K into the base OD. However, this should actually nothappen because the pressure in the ring OD can always be higher than thepressure in the tire.

The seam joining the walls of the base OD can be designed in such a waythat it keeps the walls of the base joined only in certain pressuredifference between the tire P and base OD. If the passageway valvebetween the base OD and tire P is rated so that it can compensate only alimited leak rate from the tire P, and the real leak is higher thanthat, then the pressure difference between the base OD and the tire canincrease, the base OD can try to expand and an increasing force can acton the seam. Upon a certain pressure difference the seam can rip and thewalls of the base OD can be expanding until they fill up the wholevolume of the tire. The base can thus function likewise the tire tube Din case of big tire puncture. The seam can have a defined weak spot sothat it rips only in the right moment and also step by step and safely.Effectively, the output pressure of the chamber K can be lowered from3.5 A down to 3 A after the seam rupture.

If the pressure of the base OD equals to the pressure of the tire P andthe base OD is held in place e.g. by rigidity of its walls,pre-tensioned ring OK, or by the fact that it separates two pressurespaces of the tire P lengthwise this can function in a similar way, onlythe output pressure of the chamber K can not have to be lowered.

Both the chamber K and base OD and all the components can then occupyrelatively little space within the tire P and at the same time they canbe quite rigid and yet they can compensate typical leaks as well as sealthe tire in case of its puncture.

In another example, each tire has an optimum height of deformation,which is difficult to keep in practice due to changing conditions ofloading by cargo etc. The chamber placed on the base OD can be designedso that it closes completely only if the tire deforms more thanappropriately when loaded. At the same time, the inflatable cushion inform of the base OD can ensure that pumping can start even if thedeformation is larger than necessary for pumping; the pump can simplyevade the deformation or an excessive deformation can be absorbed by theair cushion. This air cushion can be replaced by spring material etc. Ifthe tire P needs to be relieved it can be provided with a bleeder valveor it can get down to a lower pressure than the set value by regularleaks. These can be increased also by choosing low grade materials fortire sealing layers which can result in further production savings.

The inflatable circle ring can be very simply inserted between the tireP and rim 7 and the next steps of the assembly can be as follows:Inflate the air into the chamber K. From there it proceeds to the baseOD, which can get inflated and erected and fixed against the rim 7, tireP perimeter, or both. Then the air leaks out of the base OD into thetire P, directly or through the valve, and inflates it. When the tire Pis inflated, all the components have the optimum pressure and the systemtries to hold it during the drive. If the system includes the controlelement R in form of a reference space containing the compressed air asa reference medium this reference space can be interconnected with thetire space by a non-return valve. The reference space gets inflatedthrough the non-return valve along with the tire. Then the controlelement R can try to hold the same conditions. The increase of the setpressure can then be achieved by a mere inflation of the tire P up to ahigher pressure which can result in recalibration of the control elementR to the new pressure value.

In another example, so far we have described mainly a spiral-shapedinflatable base OD but it can also be in the shape of concentric circlesor alike or it can also be in form of a relatively low base OD locatedon a rigid cushion. The spiral can be created by winding up of one ormore hoses onto each other where the layers can join by a lock, e.g. abur-fastener. The layer can have a precisely defined maximumcross-section or length regardless of the internal pressure in thelayer. If there is an inflated circle layer with a defined cross-sectionwith a 1 cm high wall, for example, W between the chamber K and the tireP wall the chamber K can be loaded only if the tire P is deformed by 1cm. If this circle has a variable length it can be inflating until themoment when it leans against the tire P wall. Thus the distance betweenthe chamber and tire P can be set. This circle can have a differentpressure than the pressure of the base OD so that the tire gets over itto, the chamber K more easily.

Apart from its setting function, this circle can be a stabilizingsupport in order to anchor the whole assembly by the rim as well as bythe tire. The base OD can contain vents so that it does not divide thetire into sealed parts if required by the application; on the otherhand, if the assembly is more stable because it is supported byindependent pressure spaces from both sides they can be hermeticallydivided or at least minimize the interchange of air between these spacesof the tire P. These spaces can be interconnected by valves withresistance in one way, the valves that can open only in a certainpressure difference between the spaces through throttle valves orthrottle holes. Basically, the whole base OD can be made only by amembrane or rigid wall separating the two parts of the tire which isheld in place by the pressure balance from its sides. However, it shouldbe pre-tensioned in its larger diameter or the spaces should behermetically divided or it itself must have a sufficient structuralrigidity in order not to collapse. Alternatively, the base OD can bemade by the walls of two parallel tubes running through the tire asindicated in FIG. 10A or it can run in between them. Effectively, thetubes can be a part of one air tube D; they can be even made of severaldifferent air tubes if the air tube D intersects at least in one point.In the figure, the tubes are designated as D and D′ while their wallsare represented by a dotted or broken line, respectively.

The opposite side of the chamber can then make a lock which can lock themaximum diameter of the base OD. For example, a bur-fastener tape can beattached to this side of the chamber and the opposite tape can graduallyexpand along the increasing perimeter of the base OD until the momentwhen both tapes touch and join. At this moment, the diameters of allassembly layers can be fixed. In this way, an all-purpose assembly fordifferent diameters of tires and rims can be made. The chamber K can beinterconnected with the components by the rim very easily along the wallof the base OD or under it.

During the assembly, the base OD can be an incomplete circle, i.e.without e.g. a circular sector and when it gets inflated (or deflated,depending on what forces it to take the right position) it can expand tothe complete circle. A joint can occur in point of the closed circularsector and the walls of this joint can fix the interface hoses,reference space, etc. Likewise, the air tube can be interrupted in onepoint and make an incomplete circle where the faces of this circle canjoin only when they get inflated. An intake into the chamber K from therim etc. can then run between those faces.

In another example, a chamber or a pump need not be fully loaded untilit is necessary. The FIG. 9E shows the chamber K on the base OD awayfrom the tire P even though the tire P is deformed in this point. Thebase OD consists of or comprises hollow concentric circles inflated to apressure higher than the ambient pressure of the tire. For example, theyhave been inflated manually in one go up to the pressure of the tires P.When an underinflation of the tire P is detected the last circle underthe chamber K can be deflated into the external environment 0 of thetire P. The pressure in the tire can push on the walls of this circleand lower its volume down to the lowest possible value; at the sametime, the walls can assume the pre-stressed position which can shift thechamber K towards the tire P as in FIG. 9F. The FIG. 9G shows a similardeflation and expansion of the whole support OD.

The FIG. 9J shows the base OD with the seams represented by a brokenline which runs from the rim 7 towards the perimeter of the base OD.These seams can set the spaces partly divided between them and thus alsothe distance of the opposing walls of the base OD when they are inflatedto a typical pressure. At the same time, they can make a relativelyuniform circular space at the end between the end of the seam and theperimeter of the base OD. This can be supported by another circularjoint between the seam ends and the perimeter of the base OD, which canmake a bumper space over itself and absorb possible excessivedeformations, which could damage the seam. The seam can be damaged inthis way mainly because of the pressure difference between the base ODand the tire P or another predefined mechanical impulse. Such a base canbe easily manufactured as a spiral-shaped overlapping e.g. of one pieceof material in multiple layers and then its joining in points of theseam represented by a broken line and permanent joints represented by adouble-dotted line. The chamber K can also be made in this way, betweenthe two permanent circumferential joints where it can function even as aring OK if its bottom joint is firm and wide enough. Thus the wholesystem can be made in a single operation where the layers are joined forexample by rubber vulcanization in a mould which can press together onlythe spots of permanent joints and seams. The FIG. 9K shows the same basein section before joining its layers where the future joints aredesignated by the letter X. The arrow around the base in FIG. 9J showsthe length of permanent joints and thus also the length of the chamber Kin this example, it is then possible to make even the chamber K in onestep arbitrarily longer than the tire P perimeter. The number of thelayers joined is not limited. The chamber K can overlap not onlylengthwise side by side but also one above another vertically so thatthe chamber can be wound up in a spiral way. Also this can be achievedin one fabrication step.

The FIGS. 9L and 9M show other design types of the base OD where this isbeing wound up in form of a twisted-pair in layers one upon another,which can ensure its side stability. If a wire, represented by a graypentacle, runs through the center of the twisted-pair it can draw theopposing cylinders of the twisted-pair together as well as to the rim 7.The chamber K can lie on the last layer or it can be separated from thetire by another twisted-pair layer effectively not joined with thelayers of twisted-pair under the chamber K. The FIG. 9M shows a narrowertwisted-pair without the chamber K being overlapped by anothertwisted-pair layer.

If the chamber K is being wound up in a spiral way and the wire definesthe maximum length of the twisted-pair the inner and outer circumferenceof the base can rotate when being inflated. If the wire can then jointhe tire P or rim 7 or another interconnected component by its end thiscan also define the diameter of the base OD. The inflatable part of thebase OD can have a larger diameter before inflation than the diameter ofthe rim 7 which can make it seated on the rim 7. If it was previouslyconnected with the tire P it would be simply mounted together with thetire P. Likewise, the base can be placed on the rim during the assemblyand its maximum circumference is lower than the circumference of thebead or inner side of the tread, which can make the mounting of the tireP easier. After inflation the base OD can erect itself into the tire Pand take its final shape. The base OD expanding in this way can, forexample, fix the interface hoses, that have been until then freelyuncoiling, below the bottom part of the base OD. Only after it seatsfirmly on the rim; after the final inflation it can also finally fixother parts between the tire and rim such as pressure sensors, a powergenerator, etc.

In another example, FIGS. 11A to 15C show the chamber K divided into twoparts KS and KC. Even though there are cases when it can be a higherpressure in one part of the divided chamber K than in the other the partwith the lower pressure, it can still compress the other part with ahigher pressure. This can be achieved for example by using a pressureintensifier MU or a different type of a lever.

These examples describe mainly the separated parts of the chamber Kwhere always at least one of them can be identical with theabove-mentioned support OD, or with the tie TL, air tube D, etc.

The FIG. 11A shows the chamber K divided lengthwise, with 4 openingsrunning into the external environment O of the tire P or into theinternal space of the tire P. In this example the opening I leads intothe external environment O and the openings II to IV lead into the spaceP. The interface O/P (in fact, it is the wall of the tire P or rim 7 orother part separating the inside of the tire P from the outside of thetire P) is represented by a double-dotted line, the area above it is theexternal environment O and the area below it is the internal space ofthe tire P. When the tire P rotates the deformation of its wall rollsgradually through the chamber K and pushes the air within the chamber Kahead. The FIG. 11A shows a point through which the deformation of thechamber K passes as well as a depth of deformation, represented by agray area. The direction in which the deformation moves is representedby a thin broken arrow in a gray field. The FIG. 11A is used todesignate the inputs and to describe the way of passing of thedeformation; in FIGS. 11B and 11C these designation are already omittedto keep it simple.

The FIG. 11B shows the openings III and IV as through-put and thelengthwise separated part of the chamber KC interconnected with them isfilled up with air from the tire under the pressure of the tire. Whenthe tire rolls the air circulates from the internal space of the tire Pthrough the opening III, then through the chamber K (KC) and finallythrough the opening IV back to the tire. So this is only an internalcirculation of air from the tire into the chamber and back. Thelengthwise separated part of the chamber KS interconnected with theopenings I and II is non-throughput in the whole length of the chamberK, because the whole volume of the chamber is already filled with thelengthwise separated part of the chamber KC. Thus, there is no transferof air from the external environment O into the internal space of thetire P, which is indicated by broken arrows in the openings I and II.

The FIG. 11C shows the opening HI (alternatively also IV) closed. Thedeformation has passed along the separated part of the chamber KC andpumped its air into the internal space of the tire P. Due to the vacuumgenerated inside it, the part of the chamber KC has contracted crosswisethus clearing the neighboring lengthwise part of the chamber KS. So thedeformation now transfers the air from the external environment O intothe internal space of the tire P through the openings I and II. Becausethe pressure in the tire is higher than the ambient pressure it isadvisable that the part of the chamber KS is permanently interruptedeither by the deformation, so the chamber is constantly interrupted bydeformation at least in one point, and/or by one or more valves in orderto prevent leaking during reinflation.

To stop pumping the opening III (or eventually IV) has to be opened, thepart of the chamber KC can then get filled by the air from the tirewhich can block the part of the chamber KS. When the tire rolls only theinternal circulation occurs as described in FIG. 11B. As described inthis as well as other examples, if the part KC and/or KS is closed bydeformation at both its input and output it can increase the pumpingefficiency, nevertheless, it is needs not occur at both parts as theefficiency grows even when this happens at one part only; alternativelysuch closure can replace the need of some valves.

In another example, FIG. 12A shows a lengthwise divided chamber wherethe openings I, III, and PV lead to the external environment 0 and theopening leads to the space P in this example. The direction and extentof the chamber K deformation is represented by a gray thin flat brokenarrow in a gray field.

In FIG. 12B the opening II or I is provided with a non-return valve orthe part KC presses on KS and at least in one point it constantlyinterrupts it and so it does not let the air from the tire into theexternal environment O through the lengthwise part of the chamber KS.The openings III and IV are open and the air circulates through thembetween the lengthwise part KC and the external environment O. Thechamber KS is permanently crosswise compressed and not through-going. Itis compressed by the pressure of the medium flowing in KC and thepressure of this medium on the lengthwise wall separating KC from KS.This pressure can be enhanced or replaced by pretension, enhanced by anpressure intensifier MU or the output IV can be throttled so thatoverpressure against KC occurs inside KC thus permanently blocking KSand avoiding compression of air drawn in from the ambient and itsfurther transfer into the tire.

The opening III in FIG. 12C is closed which results in exhausting theair from the part of the chamber KC and pulling its walls together. Thispulling together can clear the part of the chamber KS which cansubsequently be filled with the air from the external environment 0 andthen this air can get compressed against the valve at the opening H andthen pumped into the tire. Again, any opening can be provided withvalves. Each valve can also be replaced by the chamber interruption bydeformation and by non-throughput crosswise interruption.

In another example, FIG. 13A shows a lengthwise divided chamber wherethe opening I leads to the external environment 0 and the openings H,III, and IV lead into the space P in this example. The direction andextent of the chamber K deformation is represented by a gray thin flatbroken arrow in a gray field. The chamber is deeper than the deformationpassing through it in this case.

The FIG. 13B shows that the reinflation does not start in a chambercreated in this way because its lengthwise part KS connected with theopenings I and II is permanently through-going and the deformation in itdoes not cause necessary compression and transfer towards the tire. Noreinflation or no pumping is represented here by crossed broken arrowsat the openings I and II. In order to function properly it is necessarythat a valve is placed for example at one of these openings or inbetween them, which can prevent leaking of air from the tire through thepart of the chamber KS.

In FIG. 13C, the air from the tire is let into the part of the chamberKC, which can contract the section of the part KS and its depth. Thechamber deformation can then close the part KS crosswise and transferthe air from the external environment O into the internal space of thetire. Thus the air from the tire can be let in the part KC only underthe tire pressure or lower, but also higher if the deformation passesthrough a sufficient depth so that it first reinflates the air throughthe opening III into the chamber KS thus “inflating” this part up to thevolume needed that is sufficient for crosswise contraction of thesection of the part of chamber KS.

In another example, the FIG. 14A shows a lengthwise divided chamberwhere the openings I, HI, and IV lead to the external environment O andthe opening II leads to the space P in this example. The direction anddepth of deformation of the chamber K is represented by a gray flat,thin broken arrow in a gray field.

The FIG. 14B shows that reinflation does not start in a chamber createdin this way because its lengthwise part KS connected with the openings Iand II is permanently through-going and the deformation in it does notcause the necessary compression and transfer towards the tire. Noreinflation or no pumping is represented here by crossed broken arrowsat the openings I and II. In order to function properly it is necessarythat a valve is placed at one of these openings or in between them,which can prevent leaking of air from the tire through the part of thechamber KS.

In FIG. 14C, air from the external environment O is let in or pumped tothe part of the chamber KC which can contract the section of the part KSand its depth. The chamber deformation can then close the rest of thesection of the part KS of the chamber crosswise and transfer the airfrom the external environment O into the internal space of the tire.Thus the air from the tire can be let in the part KC only under theambient pressure or lower, first it reinflates the air through theopening III into the part of the chamber KC thus “inflating” this partup to the volume needed that is sufficient for the crosswise contractionof the section of the part of chamber KS. In this case it is alsonecessary that a valve is placed also at the opening IV, which can keepthe part of the chamber KC inflated; alternatively, some of the valvescan be replaced by the deformation. Again, the part KS can press on thepart KC through a lever.

The FIG. 15A shows a power generator placed at the output from thechamber. The generator in this case consists of or comprises a bladewheel, however, it can be any other type of a generator propelled by airjet or air pressure, e.g. a rotating ball, propeller, piezo-electricgenerator, etc. The generator can be placed at the chamber inlet oroutlet, it can be a divided as well as undivided chamber designed fortire inflation but even a chamber created only for the propulsion of thegenerator and not inflation. It means that the generator can be placedbehind any type of the chamber with shape memory deformed by the tire.The generated electric power can be accumulated in form of electricityand/or it can be used to propel electric equipment in the wheel or tire,e.g. pressure and other sensors, wheel data transmission devices, etc.The device can include an electric accumulator. In certaincircumstances, the device can include a data transmission module.

The FIG. 15B shows a generator at the inlet of the part of chamber KC inthe moment of air circulation between the tire and part of the chamberKC. The generator also functions as a valve if it is mechanically orelectrically stopped, the air at this inlet into KC is throttled orcompletely ceases to flow and KC is collapsing thus blocking KS. Thegenerator can also function as a valve or a throttle valve. If it isfitted with a free-wheel it can function as a mechanical non-returnvalve etc. In the example the generator in FIG. 15C has been stoppedmechanically by its move in the direction of the thin broken arrowtowards the left wall. This is a blade-wheel generator; however, anyother known type of a generator can be used, e.g. one based on apropeller, gear-wheel pump, piston-type generator, piezo-electricgenerator, etc. The generator needs not generate only electric power butalso a mechanical work and it can also propel for example another pumpetc. It can also function as a sensor (the velocity of the air flowingaround it is direct dependent on the speed of the wheel) or it can beaffected by the change of pressure and temperature etc. The change ofspeed or of the power generated is then directly associated to thechange of these parameters. The generator can then be used to providepower to any of the other functions of the system.

The solutions described in the above examples are described especiallyin location by the tire tread, between the tire and rim, or between twotires. However, they can be placed in any place between two pointschanging their relative distance while one of them can be placed on thetire or next to it.

The electric power generator can consist of or comprise a coil moving inthe magnetic field, where one part is connected with the tire and theother with the rim. One or more coils then can be connected with thebase OD or rim 7 and the magnetic layer with the tire P or vice versa,while the components are appropriately shaped in order to make linearmovements between the coil and the source of magnetic field.

The chamber with shape memory for pressure adjustment in the tireaccording to this invention can find its application in production ofnew tires and in modification to existing tires, both for passengervehicles and utility vehicles, bicycles, or motorcycles.

In a diaphram pump embodiment, the chamber can have a shape memory forthe adjustment of the pressure in tires, that is connected at one end tothe delivery point of the medium and at the other end to the source ofthe medium, whereby there are fibres at a mutual distance of 0.01 to 50mm across at least part of the wall of the chamber and/or its carrier.Any self-inflation system, including self-inflation systems with adiaphragm pump can be employed. Selection of features can depend onparticular factors to be relied on in the system.

In the preferred embodiment, the fibres link the walls of the chamberand/or the chamber wall to the chamber carrier and/or the fibres areattached to the chamber carrier and/or to the tire.

The delivery point and/or the source of the medium used is/are theinternal space of the tire and/or the exterior environment of the tireand/or the reservoir and/or the inner tube and/or the interior of thevalve and/or of the regulator. The medium can be air, nitrogen, anothergas or a gas mixture.

In another preferred embodiment, the fibres interconnect with theopposite walls of the chamber. These fibres may connect a wall on theinner diameter of the chamber to a wall on the outer diameter of thechamber. The fibres can be parallel to each other or may form patternsand/or polygonal patterns and/or they may intersect or be skewed. Thefibres may also either be wavy and/or elastic.

In another preferred embodiment, the chamber carrier is a tire and/orits inner tube and/or an ancillary structure. This chamber can beattached to the carrier by means of fibres. The fibres preferablycomprise a part of the bridge of the chamber and/or of the tire and/orof the inner tube and/or of the ancillary structure that precludes thecollapsing of the chamber with the exception of the effect that thetire's deformation load has on the chamber.

Either below the actual chamber itself and/or as a part of the chamber,there is a belt that prevents the closing of the chamber from below bythe active pressure from the inner tube. The belt can preferably alsocontain fibres.

The chamber may additionally be provided with bridging that is anchoredto the sides of the chamber and thereby the chamber is protected againstits expansion. It comprises an inner tube made of an elastic material,which in at least a part of it is implemented with a pattern of fibresfor arresting any crack propagation. The chamber and/or its carrieris/are, at least in part, covered with a grid for arresting any crackpropagation. The solution may include a bridge, a belt and/or a gridthat is made of fibres and/or a fibre pattern designed to arrest anycrack propagation. The fibres may be textile and/or metal and/or plasticand/or natural fibres and/or synthetic fibres and/or nanofibers. Thechamber can preferably be connected by fibres that are wavy and/orelastic to enable the expansion of the chamber and/or of its carrier.

The chamber can preferably, at least partially, be located in an areathat is separated from the tire material by a layer of a differentmaterial and/or that is kept separated in an individual removable unit.A layer of another material may comprise fibres, fabric and/or of filmand/or another form of separator. This solution is designed for thewheels of vehicles and/or of other machines and/or equipment, includingequipment that is stationary.

In another preferred embodiment, the inner tube is provided with fibres.The fibres may be parallel and/or skewed and/or wavy and/or elasticand/or form a pattern and/or a polygon.

The inner tube can preferably be connected to the chamber and/or to thereinflating device and/or to another device in accordance with thisinvention. The inner tube can preferably be made of a non-elastic and/oran inelastic and/or a plastic material and can be connected to thechamber and/or to the reinflating device and/or another device, inaccordance with any of the preceding claims.

The inner tube is also additionally provided with a valve, which, inaddition to the interior of the inner tube from the ambient environment,also hermetically seals the space between the inner tube and the cavityformed by the tire and the rim from the ambient environment.

The valve, the rim, the tire and/or another part of the wheel areprovided with an outlet that enables the aeration of the space betweenthe inner tube and the tire and the rim.

The inner tube can be connected to the chamber and/or to the reflatingdevice and/or to another device in accordance with any of the precedingclaims.

Another solution is the use of a chamber that is located in an area thatis mechanically separated from the tire material. The part in which thechamber is located is separated from the tire material by partitioningto arrest any crack propagation. Part of the chamber may be located in aseparate section, either physically separated from the tire material orinside the tire wall, next to the bead. It may also be located in theancillary structure, inserted between the tire wall and at least oneitem of the set constituting the rim, a hubcap, or the support attachedto the rim or to the hubcap. The ancillary structure where the chamberis located is preferably attached either to the rim or to the hubcap orto the tire wall. The shape of the ancillary structure where the chamberis located can be adapted on one side for a tighter connection to thetire wall, while on the other side it is dimensionally adapted in orderto connect tightly to the rim.

In another embodiment, the chamber is provided with at least oneregulator and at least one valve, whereas chamber K has two ends andthese two ends are closable by at least one regulator and the valve ispositioned between them.

The chamber can preferably have at least two closable inlets to themedium delivery point at opposite ends and between these at least oneinlet to the source of the medium or, the chamber can have at least twoclosable inlets to the source of the medium at opposite ends, andbetween these at least one inlet to the medium delivery point.

The inlet to the medium delivery point is preferably provided with atleast one valve, while the inlet to the source of the medium comprisesat least one valve.

The valve preferably comprises at least one of the elements and/orcontains at least one of the elements selected from the groupcomprising: a one-way valve, a two-way valve, a multi-way valve, theclosure element, an electronically controlled element, an electronicallycontrolled valve, a gate valve, an element with reference pressure, aspring, a diaphragm.

The regulator may comprise at least the elements and/or contains atleast one of the elements selected from the group comprising: a one-wayvalve, a two-way valve, a multi-way valve, the closure element, anelectronically controlled element, an electronically controlled valve, agate valve, an element with reference pressure, a spring, a diaphragm.At least one regulator, equipped with at least one valve, is providedwith the elements needed for bidirectional operation.

The chamber and/or the device and/or the inner tube is/are preferablylocated in the area of the tire wall, next to its bead.

The chamber may be located in the ancillary structure, inserted betweenthe tire wall and at least one item of the set constituting the rim, thehubcap, or the support that is attached to the rim or to the hubcap orto the inner tube. At the inlet and/or the outlet of the pump, there isa section with a minimum specified volume.

The pump can preferably be provided with a three-way valve, comprisingthe inlets of the source for the pump and of the delivery point of thepump, whereby one inlet is provided with a valve, the next inlet isdirectly connected to the pump and the final inlet is interconnectedwith the closure element. The interior wall of the pump may be fittedwith a ring, whereby the distance of its outer side from the rotationaxis of the tire is equal to 1 to 1.1 times the distance of the lowerpart of the pump from the rotation axis of the tire.

The pump can preferably be in the shape of a curved hollow channel, atleast one peripheral wall which is at least partially formed by at leastone section of the pair of surfaces that lie in the longitudinaldirection of the pump and that are positioned mutually at an angle ofα=0 to 120°, whereas if the angle were α>0°, it would be placed at theconnecting edges of these surfaces, located on the far side of thecentral cross sectional area of the pump. Alternatively, the pump canhave other cross-section designs.

The length of the chamber can preferably be greater than the length ofthe tire circumference that has not been deformed by contact with theground. The length of the chamber in its preferred embodiment is lessthan the length of the tire circumference that has not been deformed bycontact with the ground.

The ends of the chamber may be adjacent to each other or they may becloser than 10% of the length of the tire circumference to each other.

This invention also involves a tire and/or an inner tube and/or a rimand/or an ancillary structure adjacent to the tire and/or a wheel and/ora chamber and/or reinflating equipment that is/are fitted with at leastone of the devices that is identified above. An explanation of thedrawings in the figures

In accordance with this invention chamber with shape memory foradjusting the pressure in the tires its specific embodiments can bedescribed in greater detail, in the attached drawings. In FIG. 4A, panel1.1 the chamber is placed on a surface. FIG. 4A, panels 1.2, 1.3 and 1.4depict the deformation of the tire. FIG. 4G, panel 2.1 shows theselected rectangle of the inner tube surface at the point where thedamage occurs. FIG. 4G, panel 2.2 depicts a puncture. Crack propagationis shown in FIG. 4G, panel 2.3. FIG. 4G, panel 2.4 introduces theadjustment that was applied to the tire. FIG. 4G, panels 2.5 and 2.6show fibres. FIG. 4H, panel 3.1 depicts the tire together with the innertube and the valve. In FIG. 4H, panel 3.2 the inner tube has expanded,whereas in FIG. 4H, panel 3.3, it already occupies the entire volume ofthe tire. FIG. 4H, panel 3.4 depicts the valve being inserted to itsfinal position. FIG. 4H, panel 3.5 shows the final status. Re-inflatingfrom the source is illustrated in FIGS. 4I-4J, panels 4.1 to 4.6. FIG.4J, panels 4.7 to 4.9 depict the integrated valve, while FIG. 4D, panels5.3 to 5.5 illustrate the functioning of this valve and FIG. 4E, panel5.6 depicts its particular embodiments. FIG. 4B, panels 6.0 a and 6.0 bshow a regular car tire with an inner tube, while the design of a tirewith a ring inside it is depicted in FIGS. 4B-4C, panels 6.1 a to 6.3 b,while the separate part is shown in FIG. 4F, panels 7 a and 7 b.Examples of implementing the technical solution

Examples of the diaphragm pump are described using individual examples.

EXAMPLE 1

Chamber K with shape memory for adjusting the pressure in tire P, whichcomprises a part of tire P or that is adjacent to the wall of tire P andis connected at one end to the interior of tire P and at the other endto the external environment O, is in the shape of a curved hollowchannel.

If peristaltic chamber K with shape memory is attached to tire P and itis compressed towards the axis of tire P, chamber K closes based on amutual contact between the upper and the lower walls of chamber K. Theupper and the lower walls are located on different radii and theytherefore have different circumference lengths. For example, if chamberK has a height of 1 mm and it surrounds the entire circumference of tireP, the difference between the lengths of the upper and the lower wallscan be 2×pi×1 mm, i.e. 6.28 mm. At each revolution, therefore, shearingbetween the upper and lower walls in the range of 6.28 mm can occur.This shearing can create friction, thereby destroying the walls ofchamber K and also generating heat.

The deficiencies mentioned above are largely eliminated by chamber Kwith shape memory for pressure adjustment in tire P, that constitutes apart of the tire or is adjacent to the tire wall and, in accordance withthe present invention, is connected at one end to the interior of thetire or to the chamber K delivery point and at the other end to externalenvironment O or to the source for the chamber. If anchoring fibres areto be guided across chamber K, with a span of 0.5 mm, for example, thenthe shear can only accumulate between these fibres and can not betransferred behind them. There the shear is distributed evenly along theentire length of chamber K. Also diminished is the maximum possible sizeof the shear. The fibre can be anchored to the opposite wall of chamberK or to a component that is connected to it. It may, for instance, belooped around chamber K to anchor together the lower and the upper wallsof the chamber, or designed to intersect one wall of the chamber and tobecome anchored to the surrounding material. The fibres can only beconnected to the components described in a portion of their lengthand/or of their number and then in the other portion of their length beconnected to other elements that are not described here.

EXAMPLE 2

In FIG. 4A, panel 1.1 chamber K is placed on surface SP, which may, forexample, be the inner tube of tire P or one of the actual layers of tireP or even an entirely other part that is located on the wheel. Thechamber may then be covered with an additional layer, so that, forexample if layer SP is actually meant to be the layer of tire P andchamber K is on it together with another layer of the tire, the externalappearance of tire P does not need to be different than that of aregular tire. Chamber K, which can be viewed on the images from above,has the shape of a hollow tube, i.e. we do not see inside it.

In FIG. 4A, panel 1.1, the fibres that are guided across chamber K areconnected both to it and to layer SP. In FIG. 4A, panel 1.2, thelocation of chamber K is affected by deformation of the tire, whicharrives into chamber K from the left and deforms and rolls ahead thechamber wall, resulting in a dilatation of fibres VL in direction fromleft to right. In FIG. 4A, panels 1.3 and 1.4 the deformation hasalready progressed further and the fibres on the left side arere-adjusting. The deformation does not accumulate beyond the extent thatthe fibres permit. Otherwise it could happen, for example, that thedeformation could accumulate for the entire period of a revolution andwould be released only once per revolution in the form of shearing ofthe upper wall of chamber K against the opposite, lower, wall of chamberK at a single point. This would weaken this place, which would then alsobecome a natural candidate for shearing during the subsequentrevolution, and with each revolution, this trend would increase and thisplace would rapidly be destroyed. Fibres SP, however, distribute thispotential destruction across a greater part or the entire length ofchamber K. This example describes a solution implemented by using aperistaltic pump; similarly, however, it is also applicable to otherpumps, where the opposite walls of the pump come into a contact witheach other, e.g. a diaphragm pump.

EXAMPLE 3

By default, the inner tube of the tire is produced from an elasticmaterial. FIG. 4G, panel 2.1 shows the selected rectangle of the innertube surface at the point where damage does occur, for example bypuncturing. In FIG. 4G, panel 2.2 the puncture in the inner tube ismarked by a cross, together with a dot. Since the inner tube is made ofan elastic material and the pressure inside it is high, punctures spreadin the form of a crack that almost immediately causes a rupture and aloss of pressure in the inner tube. This is shown in FIG. 4G, panel 2.3as a freehand grey line; the crack propagates across the rectangle, andperhaps even behind it, through the surface of the inner tube. This canbe prevented, however, if an adjustment of the inner tube is implementedas is shown in FIG. 4G, panel 2.4. In FIG. 4G, panel 2.4, the inner tubeis fitted with a fabric or another grid that can prevent the crack fromspreading. Thereby the length of the crack can reach only as far as tothe nearest fibre of the grid. This is an advantageous solution,especially in combination with reinflating tires, which can graduallyreinflate, compensating for the air escaping from the inner tube and ifthe actual inner tube also represents a carrier for a peristaltic oranother type of pump, the inflated inner tube can support this pump inits working position. A similar effect can be achieved by replacing orcovering the inner-tube material with a non-elastic material or amaterial that is resistant to crack propagation. Either the entire innertube or only its exposed parts, e.g. the tread, can be covered. Thefibres do not need to have a square pattern, as shown in FIG. 4G, panel2.2 but, for example, they can also have triangular or other kinds ofpatterns. The fibres can also be arranged diagonally, which can ensurethat the inner tube can be stretched during the filling of the tire,while if because the fibres are moving away from each other, they canstill capture and define the maximum length of the crack. The fibres mayalso be wavy, as can be seen in FIG. 4G, panel 2.5, and thereby enablethe stretching of the inner tube as is shown in FIG. 4G, panel 2.6,whereby the fibres re-adjust a little and the space between themincreases, but the fibres can still define the maximum crack length(between them). The fibres may also be produced from a combination oftextile and rubber materials as it is used, for example, for elasticbands that are used in clothes, which are elastic but also have adefined maximum length at which the stretching is terminated at thispre-defined length. These rubber-bands, for example, are spirallybraided with a yarn and have a predetermined length.

The inner tube may also be made from inelastic or plastic materials,which ensures their essential impermeability, such as for impermeabletextiles, foils, carbon and other similar types of products. Thisprevents any rapid deflation, or for example, in the case of usingcarbon, it increases its puncture resistance. An inner tube of this kindmay then advantageously constitute a pump for re-inflating tires.

EXAMPLE 4

By default, the inner tube D of tubed tire P is separated from itsexternal environment O by a valve, whereas the space between tire P andinner tube D is not hermetically separated from its surroundings. If theinner tube D is punctured, air from the inner tube D immediately escapesinto tire P and subsequently around valve V out of the tire-rimassembly. This instant deflation is highly dangerous and represents oneof the major disadvantages of tubed tires. It is possible to create tireP, which although it has an inner tube D that normally secures thehermeticality itself, the actual tire P itself is additionallyhermetically separated from its external environment O. This makessense, especially with regard to the self-inflatable tire P, in whichthe inner tube D acts primarily as the carrier of a reinflatable device;in the case that any defect appears, however, this combination can havethe same degree of resistance against rapid deflation as tubeless tireP.

This is achieved in the following manner. Inner tube D is fitted withvalve V, which, in addition to sealing the interior of inner tube D,also hermetically separates the space between inner tube D and thecavity formed by tire P and the rim from their surroundings. In thismanner, valve V has a similar sealing function as the usual valve of acontemporary tubeless tire.

Since valve V would prevent the necessary degree of inflation of innertube D and would thereby prevent the possibility of forcing the air outof tire P, so that inner tube D could assume its proper position andfill the entire volume of tire P, the valve or the wheel assembly mustbe provided with an outlet that enables venting the spaces between innertube D and tire P and the rim. After this venting, the outlet is closedand thereby prevents any further leakage of air from tire P. Closing theoutlet in this manner does not hermetically seal the interior of tire Pfrom its external environment O until the commencement of venting theair from the space between tire P and inner tube D.

The valve, in accordance with the present invention, may have a similarshape to that of the current tubeless valve that has the shape of aplug, which has to be forcibly drawn into its position in the rim. If,prior to the final fitting-in-place of the valve V body, there should bea leak in the side of valve V, for example, or another gap appearsbetween the rim and the body of valve V through which air can escape,while inflating inner tube D, tire P can also be vented through thisgap. After inflating inner tube D to the same full volume as tire P andforcing air from between inner tube D and tire P, inner tube D, by itsown pressure, can insert valve V to its final position in the rim andthereby seal the entire system. The valve can also be fitted into itsfinal position either manually or else mechanically, or it can be sealedto the rim by means of a nut with a gasket, in a similar manner as iscurrently used in the case of tubeless valves. It is also possible tovent the space between the tire and the rim through an additional gap oroutlet, which is subsequently sealed. Air can, for example, be forcedout between tire P—around its bead—and the rim, until the moment atwhich the pressure of inner tube D on tire P and its bead is sufficientto enable the bead to snap into its proper position in which it issealed against the rim. The bead may also be fitted into the side of therim, for example, with a gap or a channel that enables the air to escapeand after the bead snaps into its final position this gap can disappearso that it actually no longer connects the cavity between tire P andinner tube D to its surroundings.

FIG. 4H, panel 3.1 depicts tire P with inner tube D and valve V. Whereasinner tube D is inflated through valve V, as is shown by the continuousarrows, the air from the wheel space around inner tube D (marked ingrey) is forced out around valve V and into the atmosphere, as isindicated by the dotted arrows. FIG. 4H, panel 3.2 illustrates theexpansion of inner tube D, as is indicated by the dashed arrows, andwhile valve V abuts the rim; its wall, however, is provided with achannel that continuously vents air from the space between inner tube Dand tire P and rim R, as indicated by the dotted arrows. In FIG. 4H,panel 3.3, inner tube D already occupies almost the entire volume oftire P, with the exception of a small area located around the actualvalve V; the pressure of inner tube D increases and pushes onto valve Vuntil it is inserted into its final position (depicted in FIG. 4H, panel3.4), at which point there is only a minimal amount of or no residualair between tire P and inner tube D. After tire P has been reinflated toits operational pressure, the system stabilises in the status shown inFIG. 4H, panel 3.5. In the event of any imminent destruction of innertube D, the air in inner tube D escapes only into the area that isenclosed by tire P, rim R and the valve of inner tube D. This solutionis advantageous if the inner tube is supplied for the tire or for thetubeless tire to specifically be the carrier of a pump device, aperistaltic pump for example, or a source of compressed air to beutilised for driving the mechanical equipment. This example describesthe solution whereby the air that is forced out from the inner tubeescapes around the valve, though it may, similarly and advantageously,escape from the wheel assembly through another point, if the assembly,after dispensing the requisite volume of air, has been re-sealed.

EXAMPLE 5

The applicant additionally describes in the present invention a newsolution that enables inflation in both of the directions of rotation ofthe tire, while ensuring relief of the chamber by means of internal orexternal circulation whereby, with the exception of during inflating,air is transported only through the enclosed chamber or it is returnedto the place from which it was taken. For example to the tire, thereservoir or to the external environment of the tire. A solution likethis is shown in FIGS. 4I-4J, panels 4.1 to 4.6, in which FIG. 4I, panel4.1 depicts reinflating from the source, e.g. from the externalenvironment of the tire, via a peristaltic pump and a right-handregulator that has diaphragm B, formed in this case by a referentialspace with a diaphragm, but it can also be of a different type,electronic or mechanical, or utilising a vane, a blade, a spring etc.;in principle any method that arrests or slows down the flow of airthrough the specific inlet to the delivery point of the pump which, inthis case, is a tire. If the tire—the delivery point of the pump—isunderinflated, the diaphragm of regulator A closes the inlet and avacuum is formed in the pump, which opens the left-hand inlet valve LVVand initiates the sucking of air into the chamber and then pushes itaround diaphragm B to the delivery point of the pump—to the tire—asidentified by the dashed arrows. Both diaphragm A and diaphragm Battempt to eject because they both respond to the underpressure in thetire; diaphragm B, however, is moved by the air that flows from thechamber. If the regulator comprises an element that is not moved by theflowing air, it is possible to incorporate a separate one-way valve nextto it, one that can release this air from the pump to the tire. Aunidirectional valve of this kind can be installed for each of theregulators or for each inlet from the chamber to the tire. FIG. 4I,panel 4.2 depicts the scenario in the case of a properly inflated tire.The regulators' diaphragms are retracted and the air circulates in thedirection indicated by the dashed arrows. FIG. 4I, panels 4.3 and 4.4show the same situation, but the wheel is rotating in the oppositedirection and thereby the direction of the air-flow has also reversed,which results in the opposite engagement of the individual elements incomparison with FIG. 4I, panels 4.1 and 4.2. FIGS. 4I-4J panels 4.5 and4.6 illustrate their unification into a single regulator, in thisinstance with a single diaphragm; a regulator with two or morediaphragms can also fulfil a similar function, however. The tire shownin FIG. 4I, panel 4.5 is underinflated and the diaphragm has beenejected and this closes the left-hand inlet to the chamber. At the sametime the diaphragm has been pushed aside by the air flowing out of theleft-hand outlet from the chamber and air is now flowing into the tire.On the right-hand side a vacuum has formed which opens the right-handinlet valve PVV and starts sucking air from the source for the pumpuntil the tire has been reinflated and the diaphragm has been retractedinto the regulator. The regulator illustrated is not necessarily adiaphragm regulator; it may be based on a blade, be electronic, a vane,a spring or another mechanical device. Inlet valves PVV and LVV can becombined as a single inlet valve JVV, which may substitute one of theseor be anywhere else in the circuit. Such a situation is depicted in FIG.4J, panels 4.7 to 4.9.

In FIG. 4J, panel 4.7, valve JVV is located in a place between theoriginal location of valves LVV and PVV. Also indicated is thedeformation of chamber K, which is marked with grey tips that interruptthe chamber sequentially at 6 different points. In fact, this representsa single interruption of the chamber that occurs six timesconsecutively, with the proviso that this interruption progressesbetween these positions following the directions of the dotted arrows.The starting-point of the deformation is identified as ZD and itsend-point is shown as KD. The delivery point of the pump (in thisexample the tire, although there can also be another reservoir andanother delivery point) is deflated and the diaphragm of the regulatorcloses the right-hand inlet to chamber K.

FIG. 4J, panel 4.8 illustrates a situation in which the deformation hasshifted from point ZD to the grey-tip points along the dotted arrow. Thegas, in this example the air enclosed in chamber K, originally frombetween the diaphragm of the regulator and point ZD, has now expanded tothe grey-tip point while its pressure reduced and a vacuum was createdthere with a pressure lower than that of the source for the pump. Inthis example the pressure of the external environment is O, whichrepresents 1 atmosphere. At the same time, the air that was originallypresent in the area between point ZD and the current location of the tipwas fed in the direction of the dotted arrow to the left part of chamberK and additionally around regulator R to the tire.

In FIG. 4J, panel 4.9 the tip of the deformation has already shiftedthrough the chamber behind the connecting point of valve JVV, whereuponit came into contact with the vacuum created in this part of thechamber; the JVV is opening and the pressure in this part is evened upwith the pressure at the source for the pump.

In FIG. 4I the deformation shifts to point KD, while in the chamber tothe left of it the air is additionally compressed and is then fed to thetire, while in the chamber to the right of the deformation the suckingof air through the JVV continues to take place. If the deformation thenleaves the chamber, as indicated in FIG. 4I, in which the tip does notinterrupt chamber K, valve JV closes and the tire pressure fills theentire chamber, as indicated by the dotted arrow, around the diaphragmof regulator R to chamber K. The volume of air in the tire and in thechamber has increased in accordance with the volume sucked-in from thesurroundings, as indicated in FIG. 4J, panel 4.9.

Another possibility is that before the deformation leaves the chamber atpoint KD, this deformation again affects chamber K in another area, forexample in point ZD, as shown in FIG. 4D. Until this moment, the suckingof air via the JVV and its feeding into the tire has taken place asindicated by the dotted arrow by the regulator. From thetermination-point of the deformation at the point KD valve the JVV isclosed and the pressure evens-up towards the deformation illustrated bythe grey tips. The evening-up of the pressure from the tire to thechamber is indicated by a dotted arrow on the regulator R.Simultaneously, on the other side of the deformation and towards the endof the chamber closed by the diaphragm of regulator R, the originalvacuum still remains and thereby this area does not need to be ventedagain and this pump can have a greater degree of efficacy than the pump.

In FIG. 4D, panel 5.5 the deformation has already shifted and the newcycle continues and so does the compression of air in the tire.

Valve JVV may also be placed differently than described in theseexamples; for instance, it does not need to be connected directly to thechamber that passes through the area of deformation, but it can also becloser to the regulator or to a part of one or both of the regulators.Depending on the conditions, an embodiment can be selected with theadvantage that when it is placed next to one of the outlets of thechamber, in or opposite to the direction of deformation; reinflating canstill function, however, regardless of the direction of rotation of thetire.

The valve is described as being unidirectional, however it can be of anytype that provides the necessary features, e.g. a two-way valve, acontrolled valve, a multi-way valve, the closure element, theelectronically-controlled element, an electronically-controlled valve, agate valve, an element with referential pressure, a spring, a diaphragm.

Similarly, the regulator may also comprise any similar device.

In order to ensure the bi-directional operation of the pump, it is alsopossible to use a simple valve together with a ball, a flap or a slide,which is moved by pumped air that closes unwanted directions and opensthe desired air-flow directions. A valve of this type is shown in FIG.4D, panel 5.6. The forces that are generated, for example, by means of aperistaltic pump are sufficient even in a rotating tire, to shift theelement and to maintain it in the required position. The arrows in thefigures show how the pumped air works with a specific element and alsohow the air is thereby redirected in the requisite direction and howpumping is ensured or the input to or output from a peristaltic pump,either, for example, a classic one-way pump or one with internal orexternal circulation, etc., but also to/from other pumps.

EXAMPLE 6

Another solution is to use a pressure-release valve. Any pump andperistaltic chamber can also be used to release air from tires; in thiscase the air can be pumped out of the tire in the direction of thepressure-release valve. The pressure-release valve can be set so that,for example, it switches off at a pressure of 10 atm., thereby releasingthe air. If, for example, the optimum tire pressure is 3 atm. and thisis exceeded to 3.1 atm., the pump can start pumping air in the directionof the pressure-release valve. At the moment when the pressure in thepump exceeds 10 atm. next to the pressure-release valve, the valve canopen and the pump can drain the excess air away through it. Apressure-release valve set at 10 atm. is both simple to operate and alsovery safe. It is not the actual tire pressure that opens it; it opensonly based on the positive pressure provided by the pump. The pump canbe controlled by a regulator, a diaphragm or by other means; it may beunidirectional or bidirectional and have internal or externalcirculation or any other peristaltic or other type of pump.

EXAMPLE 7

The invention is additionally related to the bridging of the inner tube.FIG. 4B, panels 6.0 a and 6.0 b below illustrate the usual tubed cartires. If there is a chamber K created underneath the tread, the treadcan lose part of its camber and may begin to collapse. This isillustrated in FIG. 4B, panel 6.0 b, in which tire pressure is actinginternally on all its walls, with the exception of the tread where thechamber K is located. The pressure on the tire walls sets these sidesapart, while, on the other, it pulls the tread down, therebyinadvertently closing chamber K. This can be prevented by the solutiondescribed below.

In FIG. 4B, panel 6.1 b, in this example of a bicycle, a chamber K iscreated on inner tube D. Thereby, however, the original tire tread wouldlose the support of inner tube D and would therefore collapse, as shownin FIG. 4B, panel 6.1 b. This collapse would be caused by the pressureof the inner tube on the walls of tire P, whereby the tread is pulleddown and at the same time flattens and expands in width. This kind ofcollapse can be avoided by bridging chamber K, which is anchored to thesides of the chamber and thereby protecting the chamber against becomingdilated. The bridge may have the shape of the arch that in this casealso retains the arched shape of the tread. However, the chamber, inaccordance with the tread, can have any shape. Beneath the actualchamber a belt is then created, that by the pressure of the actual innertube D prevents closing chamber K from below. The belt ensures that theinner tube in the place of chamber K does not exceed the diameter equalto, or smaller, than the lower diameter of chamber K. FIG. 4C, panel 6.2a shows bridging W above the chamber anchored at the points that aremarked X, with a full arched vault above the bridge that is formedbeneath the tread. Chamber K has so far been illustrated excluding theplaces of deformation caused by the road and the chamber has been open.In FIG. 4C, panel 6.2 b the chamber is deformed through contact with theroad in the direction of the arrows until this deformation causes thedesired closing of chamber K by the deformation of the tread and thecamber towards the interior of chamber K.

EXAMPLE 8

The peristaltic chamber in the wall of the tire can be a source of theinitiation and propagation of cracks that endanger the operational lifeof tires. The solution is a chamber K created in a part that isphysically separated from the structure of tire P. By means of thisseparation the crack is then arrested. This can be seen in FIG. 4F,panel 7 a. Another solution is that of forming a chamber K in a partconnected with the tire, though a barrier preventing the propagation ofthe crack, such as a textile wall, foil or other barrier materialinserted between the parts, which can either redirect the crack or haltit. This can be seen in FIG. 4F, panel 7 b.

The examples describe using vehicle tires; however their advantages canbe useful in any machines that use air-filled tires, including suchstationary machinery as lifts, conveyor belts on which the belts arestretched on tires, etc.

INDUSTRIAL UTILITY

The chamber with shape memory for the pressure adjustment of tires canfind its application in the manufacturing of new tires as well as forthe adjustment of existing tires, for both passenger and utilityvehicles.

Other embodiments are within the scope of the following claims.

1. A riding condition monitoring system comprising: a pump unit drivenby tire deformation or rotation of a tire of a vehicle; and a datacollector configured to receive data from one or more of the pump unit,a wheel of the vehicle, vehicle, road, driver, operator, a unit outsideof vehicle, a pump unit, the tire, a status communication unit and thevehicle; and a processing unit configured to determine a conditionstatus any one of the tire, wheel, vehicle, road, pump unit, driver oroperator, from the received data, the received data includinginformation from one or more of the following parameters: tiredeformation; tire footprint size or length or area; tire pressure; tireunderinflation; tire overinflation; accumulator pressure; altitude;ambient pressure; geographic coordinates; frequency of inflation cyclesof the pump unit frequency of re-circulation cycles of the pump unitfrequency of opening or closing a regulator of the pump unit length oftime of inflation; distance travelled; tire ambient temperature; vehicleambient temperature; humidity of air inside of the tire; temperature ofambient air; output (power, voltage, etc) generated by an energyharvester of the pump unit frequency of activation of an energyharvester of the pump unit tire deflation speed; tire inflation speed;direction of wheel rotation; speed of wheel rotation; speed of vehicle;time of wheel in a stationary status; and characteristics of tirepressure changes over time; a status communication unit configured toprovide the condition status to the vehicle, driver, operator, a unitoutside of vehicle, a data collector, a pump unit, the wheel or thetire. 2-18. (canceled)
 19. A method for determining the condition of aself-inflating tire of a vehicle by monitoring a characteristic of itsfunctions, comprising: receiving data from a self inflation device;processing the data to determine the condition of the tire based on thedata received; delivering the condition of the tire to the vehicle basedon the processed data; and determining an actual distance travelled forfull inflation of the tire based on pump unit cycles or pump capacity orcombinations thereof, and comparing a target distance travelled for fullinflation of the tires and designating a good tire condition when theactual distance travelled for full inflation is less than the targetdistance travelled for full inflation.
 20. The method of claim 19 inwhich the target distance travelled for full inflation is based on oneor more of a target deflation rate for a tire in good condition, thetime the tire is stationary, or pump capacity, or combinations thereof.21. The method of claim 19, further comprising directly measuring theair volume delivered by the self-inflation system to achieve fullinflation and comparing the target air volume for full inflation anddesignating a good tire condition when the actual air volume to achievefull inflation is less than the target volume.
 22. A method fordetermining the condition of a self-inflating tire of a vehicle bymonitoring a characteristic of its functions, comprising: receiving datafrom a self inflation device; processing the data to determine thecondition of the tire based on the data received; delivering thecondition of the tire to the vehicle based on the processed data; anddetermining an actual distance travelled for full inflation of the tirebased on input from a tire pressure sensor or pump capacity orcombinations thereof, and comparing a target distance travelled for fullinflation of the tires and designating a good tire condition when theactual distance travelled for full inflation is less than the targetdistance travelled for full inflation.
 23. The method of claim 22 inwhich the target distance travelled for full inflation is based on oneor more of a target deflation rate for a tire in good condition, thetime the tire is stationary, or pump capacity, or combinations thereof.